b737 Perfm r35 v3 30oct18

737 Rev HL.
fm Page 1 Wednesday, August 22, 2018 10:02 AM
PERFORMANCE SECTION
Revision No. 35
30 OCT18 B737 Operations Manual, Volume I
Highlights
Landing
• 10.2 - Revises the “Usable Landing Length” to use the declared “Landing
Distance Available.”
• 70.1 thru 10 - Changes the NG inflight landing data for the increase of
maximum landing weight from 144,000 lbs to 146,300 lbs.
• 70.10 & 80.10 - Adds runway condition code (3) to heading in table.
FAR Performance
• 20.8 thru 10, & 40.2 - Clarifies information on declared runway distances.
Appendix
• Takeoff Card - Revises to match source information.
For the B737 Fleet Support Team,

Captain Roddy Guthrie
1.1 PERFORMANCE - BULLETIN RECORD
28 MAY 15 B737 Operations Manual, Volume I
Performance Bulletin Record

• Record issuance and removal of bulletins.
• Check that bulletins are received in sequence.
Filed Date Date

No. Subject Section / Page Issued Removed
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
2.1 PERFORMANCE - LEP
30 OCT 18 B737 Operations Manual, Volume I
Vol. I Performance Revision Record

Revision No. 35 dated 30 OCT 18
Vol. I Performance List of Effective Pages

Performance Bulletin Record 30.11 ..................................... 10 JUL 18
PAGE DATE 30.12 ..................................... 10 JUL 18
1.1........................................28 MAY 15 40.1 ......................................11 MAR 15
Performance Revision Record / List LOADING

of Effective Pages PAGE DATE
PAGE DATE 0.1 .......................................... 3 OCT 17
2.1........................................ 30 OCT 18 10.1 ....................................... 23 JUL 14
2.2........................................ 30 OCT 18 10.2 .......................................29 JUN 17
2.3........................................ 30 OCT 18 10.3 ....................................... 23 JUL 14
2.4........................................ 30 OCT 18 10.4 ........................................1 MAR 17
10.5 .......................................29 JUN 17
Preface 10.6 ....................................... 23 JUL 14
PAGE DATE (blue pages)
3.1.......................................... 3 OCT 17 20.1 ........................................ 3 OCT 17
3.2......................................... 19 JUL 17 20.2 ....................................... 19 JUL 17
(buff pages)
TPS 30.1 ........................................ 3 OCT 17
PAGE DATE 30.2 ....................................... 19 JUL 17
0.1......................................... 10 JUL 18
0.2......................................... 10 JUL 18 TAKEOFF
10.1....................................... 23 JUL 14 PAGE DATE
10.2........................................ 3 OCT 17 0.1 ......................................... 10 JUL 18
10.3....................................... 10 JUL 18 0.2 ......................................... 10 JUL 18
10.4....................................... 10 JUL 18 10.1 ........................................ 3 OCT 17
10.5....................................... 10 JUL 18 10.2 ....................................... 10 JUL 18
10.6....................................... 10 JUL 18 10.3 ....................................... 10 JUL 18
20.1........................................ 3 OCT 17 10.4 ....................................... 10 JUL 18
20.2........................................ 3 OCT 17 10.5 ....................................... 10 JUL 18
20.3....................................... 19 JUL 17 10.6 ....................................... 10 JUL 18
20.4....................................... 19 JUL 17 (blue pages)
20.5....................................... 19 JUL 17 20.1 ........................................ 3 OCT 17
20.6....................................... 10 JUL 18 20.2 ........................................ 3 OCT 17
20.7....................................... 10 JUL 18 20.3 ........................................ 3 OCT 17
20.8....................................... 23 JUL 14 20.4 ........................................ 3 OCT 17
20.9....................................... 23 JUL 14 30.1 ........................................ 3 OCT 17
20.10..................................... 23 JUL 14 30.2 ........................................ 3 OCT 17
20.11...................................... 3 OCT 17 30.3 ........................................ 3 OCT 17
20.12..................................... 10 JUL 18 30.4 ........................................ 3 OCT 17
20.13...................................... 3 OCT 17 40.1 ........................................ 3 OCT 17
30.1....................................... 10 JUL 18 40.2 ........................................ 3 OCT 17
30.2....................................... 10 JUL 18 40.3 ........................................ 3 OCT 17
30.3....................................... 10 JUL 18 40.4 ........................................ 3 OCT 17
30.4....................................... 10 JUL 18 FAA APPROVED
30.5....................................... 10 JUL 18
30.6....................................... 10 JUL 18
30.7....................................... 10 JUL 18
30.8....................................... 10 JUL 18
30.9....................................... 10 JUL 18 Hugh Thomas, AALA Principal
30.10..................................... 10 JUL 18 Operations Inspector
Takeoff (continued) 25.8 ........................................3 OCT 17

(blue pages) 25.9 ....................................... 19 JUL 17
PAGE DATE 25.10 ......................................3 OCT 17
50.1 ........................................ 3 OCT 17 25.11 ..................................... 19 JUL 17
50.2 ........................................ 3 OCT 17 25.12 ......................................3 OCT 17
50.3 ........................................ 3 OCT 17 (white pages)
50.4 ........................................ 3 OCT 17 30.1 ....................................... 23 JUL 14
60.1 ........................................ 3 OCT 17 30.2 ...................................... 29 JUN 17
(buff pages) 30.3 ....................................... 23 JUL 14
120.1 ...................................... 3 OCT 17 30.4 ....................................... 23 JUL 14
120.2 ...................................... 3 OCT 17 30.5 ....................................... 23 JUL 14
120.3 ...................................... 3 OCT 17
120.4 ...................................... 3 OCT 17 LANDING
130.1 ...................................... 3 OCT 17 PAGE DATE
130.2 ...................................... 3 OCT 17 0.1 ........................................30 OCT 18
130.3 ...................................... 3 OCT 17 0.2 ........................................30 OCT 18
130.4 ...................................... 3 OCT 17 10.1 ....................................... 10 JUL 18
140.1 ...................................... 3 OCT 17 10.2 ......................................30 OCT 18
140.2 ...................................... 3 OCT 17 10.3 ......................................30 OCT 18
140.3 ...................................... 3 OCT 17 10.4 ....................................... 23 JUL 14
140.4 ...................................... 3 OCT 17 (blue pages)
160.1 ...................................... 3 OCT 17 20.1 ........................................3 OCT 17
(white pages) 20.2 ........................................3 OCT 17
200.1 ...................................... 3 OCT 17 30.1 ....................................... 10 JUL 18
200.2 ..................................... 19 JUL 17 30.2 ....................................... 10 JUL 18
210.1 ..................................... 19 JUL 17 30.3 ........................................3 OCT 17
210.2 ..................................... 19 JUL 17 30.4 ........................................3 OCT 17
220.1 ..................................... 10 JUL 18 30.5 ........................................3 OCT 17
220.2 ..................................... 19 JUL 17 30.6 ........................................3 OCT 17
220.3 ..................................... 10 JUL 18 30.7 ....................................... 19 JUL 17
220.4 ..................................... 10 JUL 18 30.8 ....................................... 10 JUL 18
(buff pages)
CRUISE 40.1 ........................................3 OCT 17
PAGE DATE 40.2 ........................................3 OCT 17
0.1 .......................................... 3 OCT 17 50.1 ....................................... 10 JUL 18
10.1 ....................................... 23 JUL 14 50.2 ....................................... 10 JUL 18
10.2 ....................................... 23 JUL 14 50.3 ....................................... 10 JUL 18
10.3 ....................................... 23 JUL 14 50.4 ........................................3 OCT 17
(blue pages) 50.5 ........................................3 OCT 17
20.1 ........................................ 3 OCT 17 50.6 ........................................3 OCT 17
20.2 ........................................ 3 OCT 17 50.7 ........................................3 OCT 17
20.3 ....................................... 19 JUL 17 50.8 ....................................... 19 JUL 17
20.4 ........................................ 3 OCT 17 50.9 ....................................... 19 JUL 17
20.5 ....................................... 19 JUL 17 50.10 ..................................... 19 JUL 17
20.6 ........................................ 3 OCT 17 50.11 ..................................... 10 JUL 18
20.7 ....................................... 19 JUL 17 (white pages)
20.8 ........................................ 3 OCT 17 60.1 ........................................3 OCT 17
20.9 ....................................... 19 JUL 17 60.2 ........................................3 OCT 17
20.10 ...................................... 3 OCT 17 60.3 ....................................... 10 JUL 18
20.11 ..................................... 19 JUL 17 60.4 ....................................... 10 JUL 18
20.12 ...................................... 3 OCT 17
(buff pages) FAA APPROVED
25.1 ........................................ 3 OCT 17
25.2 ........................................ 3 OCT 17
25.3 ....................................... 19 JUL 17
25.4 ........................................ 3 OCT 17
25.5 ....................................... 19 JUL 17 Hugh Thomas, AALA Principal
25.6 ........................................ 3 OCT 17 Operations Inspector
25.7 ....................................... 19 JUL 17
Landing (continued) 50.5 ........................................ 3 OCT 17

(blue pages)
PAGE DATE TABLES & CONVERSIONS
70.1...................................... 30 OCT 18 PAGE DATE
70.2...................................... 30 OCT 18 0.1 ......................................... 23 JUL 14
70.3...................................... 30 OCT 18 10.1 ....................................... 23 JUL 14
70.4...................................... 30 OCT 18 10.2 ....................................... 23 JUL 14
70.5...................................... 30 OCT 18 10.3 ....................................... 23 JUL 14
70.6...................................... 30 OCT 18 10.4 ....................................... 23 JUL 14
70.7...................................... 30 OCT 18 10.5 ....................................... 23 JUL 14
70.8...................................... 30 OCT 18 10.6 ....................................... 23 JUL 14
70.9...................................... 30 OCT 18 10.7 ....................................... 23 JUL 14
70.10.................................... 30 OCT 18 10.8 ....................................... 23 JUL 14
(buff pages)
80.1........................................ 3 OCT 17 FAR PERFORMANCE
80.2........................................ 3 OCT 17 PAGE DATE
80.3........................................ 3 OCT 17 0.1 ........................................ 30 OCT 18
80.4........................................ 3 OCT 17 0.2 ........................................ 30 OCT 18
80.5........................................ 3 OCT 17 10.1 .......................................29 JUN 17
80.6........................................ 3 OCT 17 20.1 ....................................... 23 JUL 14
80.7........................................ 3 OCT 17 20.2 ....................................... 23 JUL 14
80.8........................................ 3 OCT 17 20.3 ....................................... 23 JUL 14
80.9........................................ 3 OCT 17 20.4 ....................................... 23 JUL 14
80.10.................................... 30 OCT 18 20.5 ....................................... 19 JUL 17
20.6 ....................................... 23 JUL 14
EMERGENCY / ABNORMAL 20.7 ...................................... 30 OCT 18
PAGE DATE 20.8 ...................................... 30 OCT 18
0.1.......................................... 3 OCT 17 20.9 ...................................... 30 OCT 18
(blue pages) 20.10 .................................... 30 OCT 18
10.1........................................ 3 OCT 17 20.11 .................................... 30 OCT 18
10.2........................................ 3 OCT 17 20.12 .................................... 30 OCT 18
10.3....................................... 19 JUL 17 20.13 .................................... 30 OCT 18
10.4....................................... 19 JUL 17 20.14 .................................... 30 OCT 18
10.5........................................ 3 OCT 17 20.15 .................................... 30 OCT 18
10.6........................................ 3 OCT 17 20.16 .................................... 30 OCT 18
10.7........................................ 3 OCT 17 20.17 .................................... 30 OCT 18
10.8........................................ 3 OCT 17 20.18 .................................... 30 OCT 18
10.9........................................ 3 OCT 17 20.19 .................................... 30 OCT 18
(buff pages) 20.20 .................................... 30 OCT 18
20.1........................................ 3 OCT 17 20.21 .................................... 30 OCT 18
20.2........................................ 3 OCT 17 20.22 .................................... 30 OCT 18
20.3....................................... 19 JUL 17 30.1 ....................................... 23 JUL 14
20.4........................................ 3 OCT 17 30.2 ....................................... 23 JUL 14
20.5........................................ 3 OCT 17 40.1 ....................................... 23 JUL 14
20.6........................................ 3 OCT 17 40.2 ...................................... 30 OCT 18
20.7........................................ 3 OCT 17 40.3 ....................................... 23 JUL 14
20.8........................................ 3 OCT 17 40.4 ....................................... 23 JUL 14
(blue pages) 40.5 ......................................11 MAR 15
40.1........................................ 3 OCT 17 50.1 ....................................... 23 JUL 14
40.2........................................ 3 OCT 17 50.2 ....................................... 23 JUL 14
40.3........................................ 3 OCT 17 50.3 ....................................... 23 JUL 14
40.4........................................ 3 OCT 17
40.5........................................ 3 OCT 17 FAA APPROVED
40.6........................................ 3 OCT 17
(buff pages)
50.1........................................ 3 OCT 17
50.2........................................ 3 OCT 17
50.3........................................ 3 OCT 17 Hugh Thomas, AALA Principal
50.4........................................ 3 OCT 17 Operations Inspector
APPENDIX
PAGE DATE
0.1 ....................................... 11 MAR 15
10.1 ..................................... 11 MAR 15
B737 Takeoff Card............... 30 OCT 18
FAA APPROVED
Hugh Thomas, AALA Principal

Operations Inspector
3.1 PERFORMANCE - PREFACE
Preface
General
The B737 Performance Section contains performance data for the operation
of American Airlines B737 aircraft. This Performance Section is separate
from the Operations Manual in that it has its own log of pages, revision
record, and bulletins. It consists of the following sub-sections in Volume I of
the B737 Operations Manual:
• TPS – Explanation and procedures for takeoff using TPS.
• Loading – Explanation on TPS Weight & Balance Section and Load
Closeout.
• Takeoff – Takeoff data including thrust settings and V-speeds. Also
contains information for takeoff on wet runways and runways
contaminated by standing water, slush, snow, or ice.
• Cruise – Thrust setting data, cruise data, and buffet margin speeds.
• Landing – Thrust setting data, maximum landing weights, and advisory
landing information.
• Emergency / Abnormal – Data for enroute engine loss and operations
with landing gear extended.
• Tables and Conversions – Various conversion data.
• FAR Performance – General explanation of takeoff, enroute, and landing
performance. Also includes various explanations on performance issues.
• Appendix - Contains Takeoff Card.
Page Color
Data specific to the -NG (3AA - 3PX) is on blue colored pages, and -MAX 8
(3RA - 3VM) on yellow colored pages.
Interpolation
Except as listed below, interpolation is required when using tables in this
Performance Section. Interpolation carried out by mental computation is
sufficient.
Interpolation is not required:
• When ranges of values are shown on the table as the input parameter.
For example, the V-speeds table shows ranges for both altitude and
temperature. For these parameters, interpolation is not allowed.
However, the takeoff gross weight, on the V-speeds table, is not shown
as ranges. One must interpolate the takeoff gross weight to determine
the V-speeds.
• When the resulting value is conservative. For example, if one is
determining a maximum operating weight, and interpolation will only
result in a heavier weight, interpolation is not required if the lighter weight
is sufficient.
3.2 PERFORMANCE - PREFACE
19 JUL 17 B737 Operations Manual, Volume I
Data
Not all of the performance data included in American Airlines company
manuals (FM Part I & II, OM, QRH, MEL, and etc.) is necessarily certified or
required by regulation. Some is manufacturer’s advisory or recommended
data.
0.1 PERFORMANCE - TPS
Table of Contents
Introduction
Takeoff Performance Data ......................................................................10.1
Takeoff Performance System (TPS) .......................................................10.1
TPS Calculation Process.........................................................................10.2
Takeoff Thrust Ratings ............................................................................10.3
Uplinked Data .....................................................................................10.3
Maximum Takeoff Thrust....................................................................10.3
Standard Takeoff Thrust.....................................................................10.4
Use of Standard Thrust for takeoff is not authorized: .........................10.4
Flaps 25..............................................................................................10.4
27K Bump Thrust (other than SNA)....................................................10.5
TPS Weight Limit Data ............................................................................10.5
Takeoff Obstructions ...............................................................................10.5
Improved Performance............................................................................10.5
Limitations for use of Improved Performance:....................................10.6
TPS Description
Sample TPS ............................................................................................20.1
Header ....................................................................................................20.2
Thrust / V-Speed Section ........................................................................20.3
Airport Analysis Data Section..................................................................20.8
TPS Engine Anti-ice Corrections...........................................................20.10
Temperature Colder than 15°C ........................................................20.10
Temperature 10°C or Colder, And Dispatcher Selects Anti-ice ON .20.10
Standard Thrust................................................................................20.11
Improved Performance..........................................................................20.11
ACARS TPS Format..............................................................................20.12
“UNABLE TO COMPUTE TPS” Message ........................................20.12
UPLINKED DATA .............................................................................20.12
Sample ACARS TPS ........................................................................20.13
TPS Variations
MEL/CDL Adjustments ............................................................................30.1
Takeoff Performance Adjustment System (TPAS) ..................................30.1
TPS Format ........................................................................................30.1
Sample TPS .......................................................................................30.2
CRC/MEL (Contaminated Runway Correction/MEL) Program................30.3
Contaminated Runway and Manual Performance Adjustments..............30.5
Wind Adjustments................................................................................... 30.6

Unplanned Tailwind Takeoff ................................................................... 30.6
Manual Takeoff Calculation .................................................................... 30.7
La Guardia (LGA) Pier Limits.................................................................. 30.7
Temporary Airport Analysis .................................................................... 30.8
When Weight and/or Temperature Differs from the Plan........................ 30.8
If Standard Thrust is Planned ............................................................ 30.8
If Max Thrust is Planned .................................................................... 30.8
If Standard Thrust is Planned by TPS, but Maximum Thrust is Required
by a Limitation ............................................................................... 30.9
TPS QUICK REFERENCE GUIDE....................................................... 30.10
SABRE TPS Entries ............................................................................... 40.1

Introduction
Takeoff Performance Data
The Takeoff Performance System (TPS) is the primary source of takeoff
data. For most operations, the TPS will provide all necessary data. In some
situations, TPS data is used in conjunction with Information located in the
Performance Section of the Operating Manual.
Takeoff Performance System (TPS)

TPS provides thrust settings, flap settings, V-speeds and Airport Analysis
data for takeoff. TPS interfaces with other systems within SABRE such as
the Load Planning System (LPS) for weight and balance data, and the Flight
Planning System (FPS) for fuel requirements. The term “TPS” also refers to
the cockpit paperwork (or departure plan). It is based on the planned takeoff
weight, planned temperature and pressure altitude (estimated for departure
time) and the runways in use (up to 5). TPS is used in conjunction with the
load closeout, to ensure compliance with takeoff requirements.
TPS data is organized into four sections:
• HEADER
Contains general information listing the flight number, date, aircraft
number, station, etc.
• THRUST / V-SPEED DATA
Contains all the necessary takeoff data for most takeoffs. It shows thrust
and v-speeds based on the planned takeoff weight.
• AIRPORT ANALYSIS DATA
Contains maximum weight information for the selected runways. This
data can be used to verify some of the calculations shown in the
THRUST / V-SPEED DATA, or, in some situations, be used alone in
conjunction with the data in this manual to determine the necessary
takeoff data. Because this section only shows data for a limited
temperature range, it cannot be used to determine the Assumed
Temperature (AT) for standard thrust takeoffs.
• WEIGHT AND BALANCE DATA
Contains preliminary weight and balance data. A description of this
section is shown in the Loading section.
Following this introduction is a complete description of the TPS output.
TPS Calculation Process

TPS has two modes of operation during the planning process. First it
determines the maximum takeoff weight and passes it to the Load Planning
System (LPS). After a planned load is established, TPS computes the takeoff
data for each runway, based on the planned takeoff weight, and generates
the output to the flight crew.
1. MTOW Calculation
SABRE generates the TPS by first calculating the Maximum Takeoff
Weight (MTOW) for the primary runway (first runway listed on the TPS)
based on Climb, Runway, and Structural Weight Limits for the given
ambient conditions at 26K for the -NG (27K if applicable) or TO for the
-MAX 8 thrust. Enroute and Landing Limited Weights are also checked
when generating the MTOW.
This MTOW is internal to the load planning system (not shown on the
TPS) and is used by the load planner. This is not the same MTOW that
appears on the departure plan (TPS). See the TPS description for an
explanation of the MTOW on the TPS.
2. PTOW Calculation
A Planned Takeoff Weight (PTOW) is generated using aircraft EOW,
payload, and fuel information available from the Load Planning and
Flight Planning Systems.
3. Check PTOW against MTOW
TPS confirms that PTOW does not exceed MTOW for the primary
runway. The “primary” runway is the runway being planned for takeoff
based on winds and other operational conditions and is the first runway
displayed on the TPS. If PTOW exceeds MTOW for all flap settings on
the primary runway, the Load Agent must take some action which may
include selecting another primary runway, utilizing available headwinds,
or restricting payload. If PTOW is less than MTOW, the following logic is
used in selecting thrust, flap settings, and BLD configuration.
4. Thrust Rating
TPS selects the lowest thrust rating (22K, 24K, 26K, or 27K for -NG, or
TO2, TO1, or TO for the -MAX 8) that can accommodate the ATOW, on
the primary runway (the first runway shown in the Thrust / V-speed
section). All of the data on the TPS for all runways is based on this
Thrust Rating.
5. Flap Selection
Flaps 5 is selected unless another flap setting will result in a takeoff
thrust reduction of at least 0.2 percent N1 lower, compared to flaps 5. If
none of the flap settings allow standard thrust, TPS reverts to maximum
thrust, BLD ON and selects flaps 5, unless flaps 5 cannot accommodate
the PTOW. Then it will select the flap setting that will accommodate the
PTOW. If PTOW is still too heavy, and 26K or 27K (TO for the -MAX 8)
thrust was selected, the system performs another check to select the flap
setting with BLD OFF.
The flap setting determined for the primary runway is used for all other
runways.
The flap setting specified by TPS does not preclude the flight crew from
requesting or using a different flap.
On secondary runways (other than the first runway), if an asterisk (*)
appears next to the flap setting, it indicates that another flap setting
would be more advantageous for this runway. If using a secondary
runway for departure that has an asterisk, consider requesting new TPS
data for that runway.
Takeoff Thrust Ratings

The -NG engines have four levels of takeoff thrust, 22K, 24K, 26K, and 27K
Bump. The -MAX 8 has three, TO2, TO1, and TO. Each of these is certified
as full takeoff thrust. Company policy is to use the lowest thrust rating
necessary to accommodate the takeoff weight. This does not prohibit the
captain from exercising his / her judgment and use a higher thrust rating.
Exception: Other than SNA, 27K Bump thrust may only be selected, for
pre-authorized routes, and only when 27K Bump Thrust is needed to carry
the payload.
For all takeoffs a TPS is required for the thrust setting selected for use. This
will confirm N1 is within 0.5% of the selected thrust rating. This requirement
is to ensure proper bleed and pack configuration.
Uplinked Data
TPS uses the primary (first) runway to determine the optimum thrust rating.
Then all of the data on the TPS for all of the runways is based on this one
thrust rating.
When takeoff data is uplinked into the FMC, TPS recalculates the data for
each runway and determines the optimum thrust rating for each runway. In
the uplink, the thrust rating for each runway is sent along with the thrust and
V-speed data. It may not necessarily use the same thrust rating for all
runways uplinked. Therefore, if a runway is assigned other than the primary
runway, the uplinked thrust rating may be different than the thrust rating on
the TPS. The crew must request a new TPS for the uplinked thrust rating, to
ensure N1 is within 0.5% of the new TPS.
Any runway (not just the primary runway) on the TPS may be used without
obtaining another TPS provided all performance parameters are satisfied. A
new TPS is only required if an uplinked thrust setting is different than the TPS
in use. This requirement is to ensure proper bleed and pack configuration.
Maximum Takeoff Thrust
Maximum Takeoff Thrust (MAX) is the maximum takeoff thrust based on
pressure altitude and temperature for each thrust rating, 22K, 24K, 26K, 27K
Bump, TO2, TO1, or TO. Takeoff thrust is shown only for BLD ON for 22K,
24K, TO2, and TO1 thrust. It is shown for both BLD ON and OFF for 26K,
27K Bump, and TO thrust.
Standard Takeoff Thrust

Standard Takeoff Thrust (STD) is a certified method to lower the thrust used
during takeoff to reduce engine wear and extend engine life. The method
used on the B737 utilizes an assumed temperature to compute the takeoff
thrust.
TPS uses the Assumed Takeoff Weight (ATOW) to determine a maximum
temperature for each combination of runway and flap that will accommodate
the ATOW. The maximum temperature is the Assumed Temperature (AT)
which is used for calculating a Standard Thrust setting. The AT is shown for
each runway where Standard Thrust is authorized.
Standard thrust is used with each of the thrust ratings, except 27K Bump
thrust.
Use of Standard Thrust for takeoff is not authorized:
The following require Maximum Takeoff Thrust, but may be used with any
thrust rating (22K, 24K, 26K, TO2, TO1, or TO):
• With a tailwind.
• If actual takeoff weight (GW on Takeoff Page 1/2) exceeds Assumed
Takeoff Weight (ATOW). However, a new TPS may be obtained which
authorizes Standard Thrust at the takeoff weight.
• With MEL / CDL items containing a takeoff weight correction UNLESS
takeoff data is automatically corrected by TPS (TPAS), or MEL/CDL item
prohibits standard thrust.
• If Engine Anti-ice is used and the TPS THRUST/V-SPEED section does
not indicate ANTI-ICE ON.
• Whenever takeoff data is used from the (Contaminated Runway
Correction/MEL) CRC/MEL message for an MEL/CDL item.
The following require Maximum Takeoff Thrust at the 26K, 27K Bump, or TO
rating:
• When using Improved Performance.
• When the runway is contaminated by standing water, slush, snow, or ice.
• If windshear is reported or expected, including windshear advisories.
Use a takeoff flap setting of 5, 10 (-MAX 8 only), or 15 unless limited by
obstacle clearance and / or climb limit.
• When FM-II Airport Advisory requires Maximum Thrust.
27K Bump thrust always requires the use of max thrust; standard thrust is
prohibited.
NOTE
It is the Captain’s responsibility to ensure that no condition exists that
prohibits use of standard thrust even though it appears on the TPS.
Flaps 25
For the -NG, takeoff data for flaps 25 will only be available for 26K or 27K
Bump thrust. TPS will limit flaps 25 to Max Thrust only, no Standard Thrust.
For the -MAX 8, takeoff data may be available for all thrust ratings, and may
be used with standard thrust.
27K Bump Thrust (other than SNA)

27K Bump thrust is only available for a limited number of takeoffs. Its usage
is limited to pre-authorized routes, and only when 27K Bump Thrust is
needed to carry the payload.
As 27K Bump thrust will be available for takeoffs in these situations,
outside of these the crew must not select it without dispatch and load
agent concurrence.
TPS Weight Limit Data

Takeoff Climb (CLIMB) and Runway (RWY) limiting weights are computed
for each airport and runway by Operations Engineering. This data is loaded
into the TPS system as tables and is used by TPS to determine maximum
weight and maximum assumed temperature.
Maximum weights are computed based on airport elevation, runway length,
runway slope, takeoff obstructions, and temperature. Corrections to this data
are calculated for pressure altitude and wind. Generally, the takeoff
performance requirements are based on the worst case scenario of an
engine failure just before V1. A discussion of the takeoff performance
requirements are shown in the FAR Performance section.
Takeoff shall only be made from a runway for which airport analysis information
is available. If cleared to takeoff from a longer portion of a TPS designated
runway, data for the shorter portion (intersection takeoff) may be used.
Takeoff Obstructions
The obstructions used to determine the maximum takeoff weight are based
on a straight-out departure, or, if a special engine-out departure procedure is
specified, along that flight path. Also, obstructions are only analyzed up to
the end of the takeoff acceleration segment.
In the event of an engine failure after V1, the only area in which obstruction
clearance is assured is along the extended runway centerline, or, if there is
a special engine-out departure procedure, along the special procedure flight
path. If it becomes necessary or desirable to turn out of this corridor,
the pilot must assure obstruction clearance.
Improved Performance
There are several FAA approved methods that can be used to increase
takeoff weights above basic performance levels. These are referred to as
Improved Performance and are used to accommodate payload. The primary
concept of Improved Performance for the B737 is "Improved Climb". This is
a technique to simply increase V-speeds to increase the climb gradient. The
improved climb gradient is then used to increase takeoff weight or to meet
obstacle clearance requirements. More background information on Improved
Performance is located in the FAR Performance section.
If Improved Performance is required, the message IMP WT, IMP xxTW, or
IMP xxHW will appear in the AT column, on the RWY line, in the Thrust /
V-speed section. If Improved Performance is authorized, the limit weight (the
lighter of TPS computed CLIMB and RWY limits) will be shown in an
IMPROVED PERFORMANCE field in the Airport Analysis Data section.
Only one maximum weight is shown for each runway in the Improved
Performance portion of the Airport Analysis Data section on the TPS. This
one limiting weight is the lighter (most limiting) of the Improved Performance
runway and climb limits, for the runway.
Improved Performance data is shown in the Airport Analysis section for
reference only. Improved Performance data may only be used if it
appears in the Thrust / V-speed section of the TPS for the applicable
runway. The V-speeds are adjusted from the normal speeds, and the thrust
V-speed section is the only source of Improved Performance speeds.
Improved Performance data will only be available for 26K, 27K Bump, and
TO takeoff thrust.
Limitations for use of Improved Performance:
• Improved Performance is prohibited with MEL / CDL items containing a
takeoff weight correction UNLESS takeoff data is automatically corrected
by TPS (TPAS), or MEL/CDL item permits Improved Performance.
• Runway must not be covered with snow, slush, ice, or standing water.
• Takeoff with tailwind is only allowed if the data in the Thrust / V-speed
section of the TPS are based on the tailwind.
• Maximum Thrust at 26K, 27K Bump, or TO thrust rating is required.
Standard Thrust or 24K, 22K, TO1, or TO2 is not permitted.
• V-speeds from the Performance Section or FMS QRH shall not be used
(Improved Performance V-speeds can only be generated by TPS).
• If the takeoff weight exceeds the PTOW by more than 2000 lbs (but not
heavier than MTOW) and Improved Performance is required, another
TPS must be obtained since Improved Performance V-speeds can only
be generated by TPS.
When takeoff weight is less than PTOW, the respective Improved
Performance V-speeds may be used, or if time permits, request a new TPS,
or enter the Airport Analysis Data section of the TPS and determine if the
takeoff weight can be accommodated without Improved Performance. If it
can, use QRH V-speeds or calculate V-speeds from the tables in the Takeoff
section.
If the temperature is hotter than planned, the V-speeds in the Thrust /
V-Speed section may still be used provided:
• The temperature is not hotter than 2°C above the planned temperature.
• The takeoff weight does not exceed the PTOW by more than 2000 lbs.
And,
• The takeoff weight does not exceed the Improved Performance
maximum takeoff weight shown in the Airport Analysis section
If the current temperature is above Plan TEMP by more than 2°C, new
takeoff data must be obtained by ACARS or voice call.
TPS Description
Sample TPS
STA PRES ALT FLT/DTE AIRPL DTE/TIME
XXX 138 0764/10 3AY 10/1258Z
Header
*** 737-NG 22K DRY ***
TEMP PTOW ATOW ZFW FUEL

18C 135.0 137.0 109.5 26.0P
*********** THRUST / V-SPEED *********************************
*MAX* N1 TOW CG
BLD ON 92.1 21.5
BLD OFF N/A
RWY FLAP BLD N1 V1 VR V2 AT MTOW

---------------------------------------------------------
25R 01 ON 87.3 143 143 147 45C 159.5T
----------------------------------------------------------
Thrust /
25RX 01 ON 87.3 143 143 147 45C 159.5T V-speed
----------------------------------------------------------
24L 01 ON 87.3 143 143 147 45C 159.5T
----------------------------------------------------------
25L 01 ON 87.3 143 143 147 45C 159.5T
----------------------------------------------------------
07L 01 ON 87.3 143 143 147 45C 159.5T
----------------------------------------------------------
********** AIRPORT NOTES *************************************
RWY 25R INTXN TAKEOFFS...

25RX FROM TXWY F.
25RT FROM TXWY G.
****** AIRPORT ANALYSIS DATA *********************************
STRUCT WT LIMIT 174.2
CLIMB TEMP RWY RWY RWY RWY RWY

FLAP BLD LIMIT C 25R 25RX 24L 25L 07L
-------------------------------------------------------
ON 159.5 18 162.2 160.4 160.7 162.2 161.6
01 ON 159.4 20 162.0 160.2 160.4 162.0 161.5
HDWND ADD / KT 0 0 0 0 0 Airport
TLWND SUB / KT 470 530 720 500 290
- - - - - - - - - - - - - - - - - - - - - - - - - - -
Analysis
E/O ACCEL /AFL/ FT 1000 1000 1130 1000 1000 Data
/MSL/ FT 1130 1130 1260 1130 1130
-------------------------------------------------------
ON 154.1 18 155.4 155.4 155.1 155.4 154.9
05 ON 154.0 20 155.3 155.3 155.0 155.3 154.8
HDWND ADD / KT 0 0 0 0 0
TLWND SUB / KT 90 300 200 80 50
- - - - - - - - - - - - - - - - - - - - - - - - - - -
E/O ACCEL /AFL/ FT 1000 1000 1140 1000 1000
/MSL/ FT 1130 1130 1270 1130 1130
-------------------------------------------------------
ON 141.8 18 142.5 142.5 142.3 142.5 142.1
15 ON 141.7 20 142.4 142.4 142.2 142.4 142.0
TLWND SUB / KT 30 30 40 30 260
- - - - - - - - - - - - - - - - - - - - - - - - - - -
E/O ACCEL /AFL/ FT 1000 1000 1150 1000 1000
/MSL/ FT 1130 1130 1280 1130 1130
-------------------------------------------------------
LENGTH - FT 12091 11045 10285 11096 12091
SLOPE - PCT .1 .1 -.1 .1 -.3
-------------------------------------------------------
END
******************** WEIGHT AND BALANCE DATA *****************

Weight and
------LOAD----------TOTALS-------LIMITS-----CMPT MAX--AS LDED-
EOW 95680 ZFW 109520 MZFW 136000 FC 7386 500 Balance
PSGR WT
CGO WT
12240 FUEL 25993P *** STD ***
1600 RMP 135513 MRMP 174700
AC 10119 1100 Data (See
BALLAST 0 TXI 475 Loading
TOW 135038
CNFIG F 20 P 0 C 0 Y114 Section for
CRT ADDRESS L004
PSGRS F 14 P 0 C 0 Y 54 W-0 X-0
AGENT SELMA BOUVIER PHONE 682-315-7323
Explanation)
**************************************************************
Header
b c d e f
LAX 138 0764/10 3AY 10/1258Z
*** 737-NG 22K DRY *** g

18C 135.0 137.0 109.5 26.0P
h i j 1) 1!
b Departure Station.
c Pressure Altitude (minus sign denotes below Sea Level).
d Flight number and origination date.
e Aircraft nose number.
f Date and time of TPS printout request.
g Aircraft and model (-NG or-MAX 8), takeoff thrust rating (22K, 24K, 26K, 27K,
TO2, TO1, or TO), and runway surface condition (DRY or WET). Will also
show “SFP” as installed on the -NG. All of the data shown on the TPS is based
on this takeoff thrust rating and runway surface condition.
See Takeoff on Runways Contaminated by Standing Water, Slush, Snow, or
Ice if runway is contaminated.
h Planned Temperature, used for TPS calculations.
It is the estimated OAT for planned departure time. Use temperature from
current surface observation, ATIS, or local ATC to validate the planned
temperature.
i Planned takeoff weight (PTOW) in 1000 lbs.
j Assumed takeoff weight (ATOW) in 1000 lbs. ATOW is equal to the PTOW
plus 2000 lbs and is used to calculate the assumed temperature (AT). The
assumed temperature on the TPS is valid as long as takeoff weight (TOW) is
less than or equal to the ATOW. If MAX thrust is required for all runways,
“ATOW” will be replaced by “STD N/A.”
1) Zero Fuel Weight (ZFW) in 1000 lbs. The ZFW values on the TPS will include
any ballast fuel planned. ZFW = EOW + payload + ballast fuel.
1! Fuel in 1000 lbs. A “P” suffix indicates planned fuel, excluding ballast fuel. An
“A” suffix indicates actual fuel onboard as reported by the flight crew.
Thrust / V-Speed Section
*********** THRUST / V-SPEED *********************************

1@ 1#
*MAX* N1 TOW CG
BLD ON 92.1 21.5
BLD OFF N/A
1$ 1% 1^ 1& 1* 1( 2)
---------------------------------------------------------
25R 01 ON 87.3 143 143 147 45C 159.5T
----------------------------------------------------------
25RX 01 ON 87.3 143 143 147 45C 159.5T
----------------------------------------------------------
24L 01 ON 87.3 143 143 147 45C 159.5T 2!
----------------------------------------------------------
25L 01 ON 87.3 143 143 147 45C 159.5T
----------------------------------------------------------
07L 01 ON 87.3 143 143 147 45C 159.5T
----------------------------------------------------------
********** AIRPORT NOTES *************************************

25RX FROM TXWY F.
25RT FROM TXWY G. 2@
1@ Maximum Takeoff Thrust, N1, for BLD ON and OFF. BLD OFF values will
appear as “N/A” for 22K, 24K, TO2, or TO1 takeoff thrust. These values
change only with temperature and pressure altitude.
1# Takeoff Center of Gravity in percent MAC.
1$ Runway designators. Up to 5 runways may be shown on the TPS. The first
runway displayed is referred to as the “primary” runway. If any of the planned
runways are intersection (e.g. 32LX), the intersection identification will be
shown under “Airport Notes” (see item 2@).
1% Takeoff flap setting. The flap setting will be the same for all runways and is
based on the best flap setting for the primary runway (the first runway).
1^ Air Conditioning bleed configuration.
1& Takeoff Thrust, N1 setting. If standard thrust is planned, this will show
Standard Takeoff Thrust N1. If maximum thrust is required, this will show
Maximum Takeoff Thrust N1.
1* Takeoff V-Speeds based on the pressure altitude, PTOW, and assumed
temperature (if standard thrust is planned), or actual temperature (if MAX
thrust is planned).
Note: When the dispatcher manually adjusts the MTOW (D suffix for
MTOW), V-speeds shown on the TPS are not automatically corrected.
1( Assumed Temperature (AT). This is the temperature at which the ATOW

equals the more restrictive of the Climb and Runway / Obstacle limit weight for
the specific runway. The AT is used to calculate the standard thrust N1
settings, and is valid as long as takeoff weight (TOW) is less than or equal to
the ATOW.
When standard thrust is not authorized for a particular runway, one of the
following messages will appear in this field.
MAX-WT Weight is too heavy for Standard Thrust for the thrust rating
shown at the top of the TPS (22K, 24K, 26K, 27K Bump, TO2,
TO1, or TO) or, AT is within 2°C of OAT.
IMP-WT Improved Performance is required to accommodate the PTOW.
V-speeds are based on Improved Performance. Improved
Performance is only used with the 26K, 27K Bump, or TO thrust
rating and will be indicated at the top of the TPS.
MAX xxTW Load Agent has planned for xx knots of tailwind for the primary
runway and any parallel runway. Data is valid up to this tailwind.
If 26K, 27K Bump, or TO thrust is selected, BLD OFF will be
selected automatically.
MAX xxHW Load Agent has planned for xx knots of headwind for the primary
runway and any parallel runway. Data is based on the selected
headwind. If 26K, 27K Bump, or TO thrust is selected, BLD OFF
will be selected automatically.
The Load Agent is only allowed to use up to half of the reported
headwind component, unless the captain authorizes (in
coordination with dispatch) the load planner to use the full
headwind component as determined by the captain.
IMP xxTW Load Agent has planned for xx knots of tailwind for the primary
runway and any parallel runway on the TPS, and Improved
Performance is required to accommodate the PTOW. Data is
valid up to this tailwind. V-speeds are based on Improved
Performance. Improved Performance is only used with the 26K,
27K Bump, or TO thrust rating and will be indicated at the top of
the TPS.
IMP xxHW Load Agent has planned for xx knots of headwind for the
primary runway and any parallel runway on the TPS, and
Improved Performance is required to accommodate the PTOW.
Data is based on the selected headwind. The headwind
component for takeoff must at least be equal to this wind.
V-speeds are based on Improved Performance. Improved
Performance is only used with 26K, 27K Bump, or TO thrust
rating and will be indicated at the top of the TPS.
The Load Agent is only allowed to use up to half of the reported
headwind component, unless the captain authorizes (in
coordination with dispatch) the load planner to use the full
MAX-PNLT Either the MEL/CDL item requires Max Thrust for takeoff, or the
Dispatcher has manually adjusted the MTOW to the primary
runway. Data is based on the thrust rating shown at the top of
the TPS (22K, 24K, 26K, 27K Bump, TO2, TO1, or TO). BLD
OFF will be selected automatically if 26K, 27K Bump, or TO
thrust is selected.
NOTE
If the Dispatcher manually adjusts the MTOW (D suffix on
MTOW), TPS V-speeds will not be adjusted, the flight
crew is responsible for any adjustments.
MAX-SPCL MAX thrust required by company policy for either the runway or
flap setting. This is usually for noise abatement procedures or
other special operational requirements. See FM Part II airport
advisory page for more information.
2) Maximum Takeoff Weight (MTOW) in 1000 lbs. Note: This is the maximum
weight for the conditions (flap setting and BLD configuration) specified. It may
be possible to obtain a heavier maximum weight by changing the flap setting,
BLD OFF, or thrust rating.
The letter suffix identifies the limiting condition. They are as follows:
T MTOW is limited by CLIMB or RWY Limits
S MTOW is limited by STRUCT WT LIMIT
L MTOW is limited by landing weight limit, the Maximum Landing Weight at
the destination airport plus the planned fuel burn.
A MTOW is limited by CLIMB or RWY Limits which have been adjusted for
BLD OFF, or the load agent has planned a headwind / tailwind. BLD will
always be OFF with a wind adjustment, if available for rating.
D Dispatcher has manually adjusted MTOW for primary runway due to
runway conditions or other performance decrement. Note: TPS V-Speeds
are not adjusted.
E Dispatcher has limited MTOW due to enroute considerations (e.g.
driftdown, depressurization, fuel)
X MTOW is based on Improved Performance (may be preempted by S or L,
verify with message in the Assumed Temperature field)
2! Runway Messages. One of the following runway messages will appear if TPS
cannot compute takeoff data for the runway.
PTOW EXCEEDS MTOW ALL FLAPS
For the Thrust Rating shown on the top of the TPS, the planned takeoff weight
(PTOW) is too heavy for all available flaps.
It may be possible to takeoff at a higher thrust rating. Request a new TPS for
the runway. If a takeoff is possible at a higher rating, it will return a valid TPS.
If TPS is already using 26K, 27K Bump, or TO thrust, the aircraft is too heavy
for takeoff on this runway.
PTOW EXCEEDS MTOW - RQST NEW TPS
For the Thrust Rating and Flap setting, the planned takeoff weight (PTOW) is
too heavy. It is possible to takeoff at the thrust rating shown on the TPS, but
not the flap setting selected.
Request a new TPS for the runway (it will optimize the flap setting for this
runway), or if unable to request new TPS ...
Compute data from the airport analysis section, if possible. See “Manual
Takeoff Calculation” on page 30.7.
FLAP N/A THIS RWY - RQST NEW TPS
TPS does not have any data for this Thrust Rating and Flap for this runway.
Request a new TPS for the runway (it will optimize thrust rating and flap setting
for this runway), or if unable to request new TPS ...
Compute data from the airport analysis section, if possible. See “Manual
Takeoff Calculation” on page 30.7.
WIND ADJT-CALL LOADS OR COMPUTE DATA
The load agent has input a headwind or tailwind for the primary runway. TPS
will only compute data for the primary runway, or any parallel runway. All other
runways will have this message in the Thrust / V-speed section.
A parallel runway is defined as a runway with a designation ± 1. For example,
if the primary runway is 17, runways 16 and 18 are considered parallel along
with all Left, Center, Right, and any intersections.
Either contact the load agent, compute the data yourself using the airport
analysis data, or request an ACARS TPS. Unless the load agent changes the
wind adjustment to the desired runway, the ACARS TPS will return data for
that runway without wind adjustments.
To compute data from the airport analysis section, see “Manual Takeoff
Calculation” on page 30.7.
PERF PNLT - CALL DISP OR COMPUTE DATA

The dispatcher has manually adjusted the MTOW (D suffix on MTOW). This is
usually done for a contaminated runway.
TPS will lock flap setting, thrust rating, and BLD OFF (if available for thrust
rating).
Either, contact dispatch and have primary runway changed and request a new
TPS, or compute data using the airport analysis data. To compute data using
the airport analysis see “Manual Takeoff Calculation” on page 30.7.
If the restriction is due to a runway contaminated by standing water, slush,
snow, or ice, a CRC/MEL (Contaminated Runway Correction/MEL) message
will show the appropriate max weight and v-speed data. Use max thrust for the
thrust rating shown.
2@ Airport Notes. This section will contain remarks regarding TPS data for
intersection takeoffs. It will also display any SIGMECS entered by the
dispatcher.
Airport Analysis Data Section
STRUCT WT LIMIT 174.2 2#

2^ 2& 2*
2% CLIMB TEMP RWY RWY RWY RWY RWY
FLAP BLD LIMIT C 25R 25RX 24L 25L 07L
-------------------------------------------------------
2$ ON 159.5 18 162.2 160.4 160.7 162.2 161.6
01 ON 159.4 20 162.0 160.2 160.4 162.0 161.5
HDWND ADD / KT 0 0 0 0 0 2(
TLWND SUB / KT 470 530 720 500 290
- - - - - - - - - - - - - - - - - - - - - - - - - - -
3)
3!E/O ACCEL /AFL/ FT 1000
/MSL/ FT 1130
1000
1130
1130
1260
1000
1130
1000
1130
-------------------------------------------------------
ON 154.1 18 155.4 155.4 155.1 155.4 154.9
05 ON 154.0 20 155.3 155.3 155.0 155.3 154.8
TLWND SUB / KT 90 300 200 80 50
- - - - - - - - - - - - - - - - - - - - - - - - - - -
E/O ACCEL /AFL/ FT 1000 1000 1140 1000 1000
/MSL/ FT 1130 1130 1270 1130 1130
-------------------------------------------------------
ON 141.8 18 142.5 142.5 142.3 142.5 142.1
15 ON 141.7 20 142.4 142.4 142.2 142.4 142.0
TLWND SUB / KT 30 30 40 30 260
- - - - - - - - - - - - - - - - - - - - - - - - - - -
E/O ACCEL /AFL/ FT 1000 1000 1150 1000 1000
/MSL/ FT 1130 1130 1280 1130 1130
-------------------------------------------------------
3@ LENGTH - FT 12091 11045 10285 11096 12091
3# SLOPE - PCT .1 .1 -.1 .1 -.3
-------------------------------------------------------
END
2# Maximum Structural Takeoff Weight Limit

2$ Takeoff flap setting. The airport analysis will show all flap settings analyzed for
each runway in the Thrust/V-speed section. Flaps will be listed in ascending
order unless Dispatch has constrained the flap setting for takeoff, in which
case the flap setting specified by the Dispatcher will be displayed first.
2% Air Conditioning Bleed Configuration.
2^ Climb Limited Takeoff Weight in 1000 lbs. These limits are based on the use
of MAX takeoff thrust.
2& Planned OAT. Planned temperature plus 2°C is also displayed to provide for
last minute temperature increases.
2* Runway / Obstacle Limited Takeoff Weight in 1000 lbs for the runways shown
in the Thrust / V-Speed Section. These limits are based on use of MAX takeoff
thrust.
If the data for a particular runway/flap is all zeros, it indicates data for that
runway/flap has not been loaded into TPS. Generally, only the flap settings
needed will be loaded into TPS for each runway.
2( Headwind Corrections (in lbs per knot) for the RWY limits for each runway.
3) Tailwind Corrections (in lbs per knot) for the RWY limits for each runway.
• If “N/A” appears in the tailwind data field, takeoff with tailwinds are not
authorized on that runway.
• A correction of “0” lbs means the maximum tailwind component is
authorized with no weight adjustment required.
3! Engine-Out Acceleration Height in feet, both AFL and MSL.
3@ Available Runway Length in feet.
3# Runway Slope in percent. A negative slope is downhill, positive is uphill.
TPS Engine Anti-ice Corrections

When Engine Anti-ice is used for takeoff, there is no reduction to the takeoff
thrust setting, N1. However, there is a small reduction in takeoff thrust due to
the additional bleed air, and a corresponding small reduction in runway, and
climb limited takeoff weight.
Wing Anti-ice is not used for takeoff.
Temperature Colder than 15°C

If the temperature on the TPS is colder than 15°C, the AIRPORT ANALYSIS
section will show Engine Anti-ice corrections for the Climb and Runway
limits. The Climb and Runway limit data will not be corrected by TPS.
Engine Anti-ice corrections for Climb
and Runway Limits
--------------------------------------
LENGTH - FT 12000 12000
SLOPE - PCT .0 -.1
--------------------------------------
A/I ON SUB FROM CLB .5 RWY .5
--------------------------------------
END
Temperature 10°C or Colder, And Dispatcher Selects Anti-ice ON

If the temperature on the TPS is 10°C or colder and the dispatcher selects
Engine Anti-ice ON in the TPS system:
• THRUST / V-SPEED section will indicate ANTI-ICE ON and all of the
data in the THRUST / V-SPEED section will include the Anti-ice
corrections, as appropriate.
• AIRPORT ANALYSIS section will show corrections as illustrated above.
The climb and runway limit data in the AIRPORT ANALYSIS section will
not be corrected by TPS.
*********** THRUST / V-SPEED *********************************

Indicates THRUST / V-SPEED
******************* section is based on Engine An-
* ANTI-ICE ON * ti-ice ON
*******************
All THRUST / V-SPEED data
*MAX* N1 TOW CG includes Engine Anti-ice
BLD ON 92.5 N/A ON corrections
BLD OFF N/A

---------------------------------------------------------
32LX 01 ON 88.6 145 146 149 41C 163.3T
----------------------------------------------------------
32L 01 ON 87.5 145 146 149 45C 163.3T
----------------------------------------------------------
If the TPS indicates ANTI-ICE ON in the THRUST / V-SPEED section, and

Engine Anti-ice is not used for takeoff, the TPS may still be used. However,
if maximum weight is desired, request a new TPS from dispatch.
Standard Thrust
If the THRUST V-SPEED section indicates ANTI-ICE ON, standard thrust
may be used with the Engine Anti-ice ON for takeoff. Otherwise, check the
AIRPORT ANALYSIS section to compute Climb and Runway limits
(including the Anti-ice corrections) to determine max takeoff weight, and use
maximum thrust. Standard thrust may not be used unless the THRUST /
V-SPEED section indicates ANTI-ICE ON.
If Improved Performance data is available for any of the runways shown on
the TPS, the Airport Analysis Data section will show the Improved
Performance maximum weights. The Thrust / V-Speed section will show
Improved Performance data if the PTOW requires it. An example is shown
below.
Only RWY limit data is shown because this contains both the runway /
obstacle limit and the climb limit. This data is for reference, Improved
Performance may only be used if it appears in the Thrust / V-Speed section
of the TPS.
If the load agent enters a planned wind component for the primary runway,
the Improved Performance weights for the primary and any parallel runway
will be based on this wind, and the wind will be shown below the Improved
Performance weights in the airport analysis section. It will be preceded by a
H for headwind, T for tailwind.
*** 737-NG 26K DRY ***
TEMP PTOW STD ZFW FUEL

27C 161.3 N/A 130.5 31.2P
*********** THRUST / V-SPEED *********************************
*MAX* N1 TOW CG
BLD ON 100.6 25.0
BLD OFF 101.4
---------------------------------------------------------
08 01 OFF 101.4 151 160 164 IMP-WT 162.1X
---------------------------------------------------------
CLIMB TEMP RWY RWY

FLAP BLD LIMIT C 08 25
----------------------------------
ON 156.2 27 167.4 158.5
01 ON 155.0 29 166.2 156.4
OFF 160.2 27 169.7 162.6
OFF 159.2 29 168.6 160.9
HDWND ADD / KT 270 0
TLWND SUB / KT 1400 930
- - - - - - - - - - - - - - - -
E/O ACCEL /AFL/ FT 1000 1000
/MSL/ FT 6430 6430 Airport Analysis Data for
- - - - - - - - - - - - - - - -
IMPROVED PERFORMANCE Improved Performance
OFF 27 162.1 162.1
01 OFF 29 161.2 161.2
PLANNED WIND KT H0 H0
----------------------------------
ACARS TPS Format

A TPS can be obtained via ACARS Takeoff Data entry. See OM Vol I
Systems for details of the entry. Note: Entering a flap setting of “99” or blank
allows TPS to search for a flap setting that may permit the use of standard
thrust if possible.
The ACARS TPS format is similar to the normal TPS, except for the
following:
• Data and Airport Notes are provided only for a single runway.
• If the load agent entered a head or tail wind, the weights and speeds will
be adjusted for the primary runway (or any parallel runway) on the
original TPS. Any other runway will not be adjusted for winds.
• Due to printer and paper width limitations, additional lines are needed for
runway data and Airport Notes. If MAX thrust is required, the appropriate
MAX thrust message will replace the AT value on the second line of
ACARS data. See legend of runway messages in the TPS Description in
this section.
“UNABLE TO COMPUTE TPS” Message
ACARS may return the message - UNABLE TO COMPUTE TPS FOR
FLAPS XX TEMP XX RWY XXXX for the following reasons:
• Takeoff weight is too heavy for the flap/runway/temperature combination
requested. Try a different flap. Request a new TPS. If unable to obtain a
new TPS use the airport analysis data, see “Manual Takeoff Calculation”
on page 30.7.
• Flap setting requested is not available for the requested runway.
• Dispatch has adjusted the MTOW for an MEL, CDL, or contaminated
runway condition. The only flap and runway available is that shown on
the original TPS. All other runway and flap data are “locked out.” Contact
dispatch.
UPLINKED DATA
The FMS QRH V-speeds can only be used for a runway and flap combination
that is in the available TPS airport analysis section. This includes intersection
departures.
If a runway and flap setting other than the ones listed in the available Airport
Analysis section is desired, a TPS must be requested for the departure RWY
with the desired flap setting. After this TPS data is inserted, the FMS QRH
V-speeds may be used if V-speed modification is required.
Sample ACARS TPS
- FLT 1455 ORD-

ORD 481 1455/10 3DB 10/1130Z
*** 737-NG 24K DRY ***

12C 141.0 143.0 109.6 31.8A
*********** THRUST / V-SPEED **********
*MAX* N1 TOW CG
BLD ON 93.6 21.1
BLD OFF N/A
RWY FLAP BLD N1 V1 VR V2

32R 01 ON 88.3 146 147 149
AT MTOW
46C 164.7L
********** AIRPORT NOTES *************

32RX FROM TXWY H.
****** AIRPORT ANALYSIS DATA *********
CLIMB TEMP RWY

FLAP BLD LIMIT C 32R
--------------------------------------
ON 169.1 12 171.8
01 ON 169.0 14 171.7
HDWND ADD / KT 0
TLWND SUB / KT 1070
- - - - - - - - - - - - - - - - - -
E/O ACCEL /AFL/ FT 1000
/MSL/ FT 1670
--------------------------------------
LENGTH - FT 10003
SLOPE - PCT .0
--------------------------------------
A/I ON SUB FROM CLB .5 RWY .5
--------------------------------------
TPS Variations
MEL/CDL Adjustments
Some MEL/CDL items require adjustments to the takeoff performance data.
These are handled in one of three ways:
• TPAS (Takeoff Performance Adjustment System)
• CRC/MEL (Contaminated Runway Correction/MEL) Program
• Manual calculation
Normally the TPAS will be used. MEL items with large adjustments will
require the use of the CRC/MEL. The manual calculation can be used as a
back-up.
Takeoff Performance Adjustment System (TPAS)

TPS will automatically adjust the TPS takeoff data for MEL/CDL items
entered by the Dispatcher. This is known as TPAS (Takeoff Performance
Adjustment System).
This only affects how the takeoff performance is computed. It does not
change any other MEL/CDL procedures and does not involve MEL/CDL
penalties for enroute or landing.
If the Dispatcher enters an MEL/CDL item in TPS for the flight, it will:
• Automatically adjust the takeoff performance data for MEL/CDL items.
All data (thrust, weights, speeds, & assumed temperature), including the
Airport Analysis section, for all runways on the TPS will be adjusted.
• Maximum Thrust is only required if the MEL/CDL item specifically states
that Maximum Thrust is required. If this is the case, TPS will plan max
thrust and indicate “MAX-PNLT” in the assumed temperature column.
• If maximum thrust is not required by the MEL/CDL item, but is needed to
accommodate the planned takeoff weight, it will show “MAX-WT” in the
assumed temperature column.
• Use the normal Thrust Rating, Flap selection, and BLDs On/Off logic.
• If more than one item is listed, all of the corrections are cumulative.
A “D” suffix shown as the limiting condition on the MTOW indicates the
dispatcher manually computed the maximum takeoff weight, and v-speeds
are not adjusted. In this case. the flight crew must make any v-speed
adjustments. For more information, see the next section titled Contaminated
Runway and Manual Performance Adjustments.
TPS Format
If the Dispatcher enters an MEL/CDL item in TPS, the following additional
information will be shown on the TPS (see sample on next page):
• A banner across the top of the TPS will state; “PERFORMANCE
ADJUSTMENTS MADE BY TPAS”.
• Below the header information is a section labeled “TPS PERFORMANCE
ADJUSTMENTS”. This section will list the MEL/CDL item(s) used by TPS to
correct the performance data, and any dispatcher remarks.
• Only MEL/CDL items that have a takeoff performance correction will be

listed.
All TPS data including, thrust, speeds, weights, assumed temperature, and
airport analysis are corrected as appropriate for the MEL/CDL item(s) listed.
This includes a TPS obtained via ACARS. Indicates performance
adjustments are applied
Sample TPS
*** PERFORMANCE ADJUSTMENTS MADE BY TPAS ***

MIA 865 0880/04 3AR 09/2012Z List of MEL/CDL items used
*** 737-NG 26K DRY *** to adjust Takeoff Data, and
Dispatcher remarks
TEMP PTOW STD ZFW FUEL
28C 139.9 N/A 116.6 23.8P
************** TPS PERFORMANCE ADJUSTMENTS *******************
ITEM DESCRIPTION
32-01A ANTI-SKID INOP - ONE CHANNEL
ADDITIONAL DISPATCHER REMARKS - NONE
*********** THRUST / V-SPEED *********************************
*MAX* N1 TOW CG
BLD ON 100.5 22.3
BLD OFF 101.2

----------------------------------------------------------
09L 01 ON 100.5 123 141 151 MAX-PNLT 156.2T
----------------------------------------------------------
12 01 ON 100.5 121 141 151 MAX-PNLT 149.4T
----------------------------------------------------------
********** AIRPORT NOTES ********
RWY 09L WEIGHTS APPLY WHEN TXWY U IS

CLEAR OF TAXIING AIRCRAFT.
All data is adjusted as
****** AIRPORT ANALYSIS DATA **** appropriate for MEL/CDL
item(s)
CLIMB TEMP RWY RWY

FLAP BLD LIMIT C 09L 12
---------------------------------
ON 180.4 28 156.2 149.4
01 ON 180.2 30 155.8 148.9
OFF 184.4 28 159.3 152.1
OFF 184.4 30 158.9 151.6
HDWND ADD / KT 190 210
TLWND SUB / KT 860 1020
- - - - - - - - - - - - - - - -
E/O ACCEL /AFL/ FT 1000 1000
/MSL/ FT 1010 1010
---------------------------------
LENGTH - FT 10506 9354
SLOPE - PCT .0 .0
---------------------------------
END
CRC/MEL (Contaminated Runway Correction/MEL) Program

Takeoff data (maximum weights and V1) for MEL/CDL items with large
performance penalties is calculated by a program contained in the
dispatcher’s workstation. A description of the output to the flight crew is
shown below. This system is outside of TPS and cannot update data on the
TPS printout.
This program is only used for particular identified MEL/CDL items. The
MEL/CDL will state in the (O) procedure “MEL performance weight
adjustments are not provided through TPS. Dispatch will provide a CRC/MEL
performance correction message.”
The dispatcher will run this program and provide the flight crew with the MEL
corrected runway data for up to five runways displayed on the TPS. The
output will be sent to a Sabre printer, or to the aircraft via ACARS. V-speeds
on the CRC/MEL message do not uplink to the FMC.
This is the same program used for contaminated runways, and can calculate
data based on both a wet or contaminated runway and an MEL/CDL item
simultaneously.
Use maximum 26K, 27K Bump, or TO thrust as shown in the “RTG” field and
V-speeds from the CRC/MEL Message.
If the actual takeoff weight exceeds the PTOW by more than 2000 lbs,
request new data from dispatch.
CAUTION
The actual takeoff weight cannot exceed the MTOW for the runway
shown on the CRC/MEL Message.
The MTOW on the CRC/MEL message does not observe the MTOW
limited by Landing. If the TPS indicates an MTOW with an L suffix,
this limit must also be observed.
CRC/MEL MESSAGE b
14MAR18 1700Z C
FLT: 93/14 DCA D TAIL: 3PH E
BLD: ON f ANTIICE: ON g
TEMP: 1 h WIND: H0 i
PTOW: 142.7 j QNH: 29.85 1)
SFC COND: DRY RUNWAY1! RTG: 26K 1@
1%
1# 1$ * PTOW * 1^
RWY - FLAP V1 VR V2 MTOW
01 - 15 109 130 139 155.5

19 - 15 109 130 139 155.6
33 - 15 OVER MTOW 1& 132.2
15 - 15 NOT AUTHD 1*
01 - 25 109 128 138 157.5

19 - 25 108 128 138 157.5
33 - 25 OVER MTOW 133.8
15 - 25 NOT AUTHD
** MEL/CDL PERFORMANCE ADJUSTMENTS **
ANTI-SKID INOP 1(
b Title
c Date and Time of calculation
d Flight Number / Date / Departure Station
e Aircraft Number
f Bleed Configuration
g Anti-ice Configuration
h Temperature, in °C
i Wind Component
j Planned Takeoff Weight
1) QNH used to correct to Pressure Altitude
1! Runway surface condition
1@ Takeoff Thrust Rating
1# Runway Designator
1$ Flap Setting
1% V-speeds for the Planned Takeoff Weight, j
1^ Maximum Allowable Takeoff Weight for the Runway. Note: Does not consider
MTOW limited by Landing.
1& OVER MTOW indicates the Planned Takeoff Weight (PTOW) is Heavier than the
Maximum Takeoff Weight (MTOW)
1* NOT AUTHD indicates that the computation has failed for the runway / flap
setting. This can be caused by the runway too short for takeoff at any weight,
or etc.
1( List of MEL/CDL items used to adjust Takeoff Data.
Contaminated Runway and Manual Performance Adjustments

In the event, the dispatcher deems it necessary to restrict the max takeoff
weight, to a weight lighter than TPS would calculate, the Dispatcher can
manually determine the MTOW and enter it in TPS (D suffix on MTOW).
This is usually done for contaminated runways because TPS does not
automatically account for contaminated runways. But also can be used in
other circumstances to manually restrict the MTOW. If there is any question,
contact dispatch.
NOTE
The dispatcher cannot adjust the V-speeds in TPS if the MTOW is
manually entered (D suffix on MTOW). It is the responsibility of the
flight crew to make the appropriate adjustments, if required.
However, for a contaminated runway, the dispatcher can provide
V-speeds on the CRC/MEL Message. But these speeds will not be
shown on the TPS.
The manually adjusted MTOW is only valid for the primary (first) runway and
the conditions and configurations used by the dispatcher. Therefore TPS will
lock flap setting, thrust rating, and BLD OFF (if available for thrust rating).
TPS is affected as follows:
• TPS THRUST / V-SPEED section will display data for the primary
runway only. Data for all other runways is inhibited because the MTOW
for those runways has not been adjusted. PERF PNLT - CALL DISP
OR COMPUTE DATA will appear in lieu of data.
Use of another runway and / or flap requires MTOW computations to be
made manually to the RWY and CLIMB limits from the airport analysis
section, and either QRH v-speeds or v-speeds from the tables in the
Takeoff section. See “Manual Takeoff Calculation” on page 30.7.
• Flap setting and thrust rating will be locked. The dispatcher will manually
set the flap setting and thrust rating. The flap setting and thrust rating
logic in TPS will be bypassed.
• Max Thrust will be required. MAX-PNLT will be displayed in the
assumed temperature field for the primary runway.
• TPS will default to BLD OFF. However, BLD ON may be used if adjusted
MTOW is within the BLD ON RWY and CLIMB limit weights (see
“Manual Takeoff Calculation” on page 30.7). If thrust ratings 24K, 22K,
TO1, or TO2 is used, data will be based on AC ON because BLD OFF
does not exist for these thrust ratings.
• MTOW will be suffixed with a “D” for the primary runway, indicating it has
been manually adjusted by the dispatcher.
• ACARS Takeoff Data requests will be limited to the primary runway and
flap setting shown on the TPS. A request for any other runway or flap will
receive the response UNABLE TO COMPUTE TPS FOR FLAPS XX
TEMP XX RWY XXXX. If necessary, contact dispatch.
Wind Adjustments
The Load Agent may issue a TPS with an MTOW that has been adjusted for
a planned tailwind or up to half of the reported headwind. The captain may
authorize (in coordination with dispatch) the load agent to use the full
When a wind adjustment is made by the load agent, the TPS is affected as
follows:
• TPS THRUST / V-SPEED section will display data for the primary
runway and any parallel runway. Data for all other runways will be
inhibited because MTOW for those runways has not been adjusted for
winds. WIND ADJT- CALL LOADS OR COMPUTE DATA will appear
in lieu of data.
• Any runway with a designation within ± 1 is considered parallel (i.e.
runways 17 and 18 are considered parallel).
• Max Thrust will be required. MAX will be displayed in AT field for the
primary runway xxHW or xxTW will be display the planned headwind or
tailwind in the assumed temperature field.
• TPS will default to BLD OFF. However, BLD ON may be used if the
adjusted MTOW is within the BLD ON RWY and CLIMB limit weights
(see Manual Takeoff Calculation). If thrust ratings 24K, 22K, TO1, or
TO2 is used, data will be based on BLD ON because BLD OFF does not
exist for these ratings.
• ACARS Takeoff Data requests for any runway other than the primary
runway (or a parallel runway) on the original TPS, will not include the
wind adjustment. This adjustment must be made manually to the request
if the conditions require it.
Unplanned Tailwind Takeoff

If taking off with a tailwind and the TPS is based on a headwind or zero
wind, use one of the following two methods to compute the takeoff data,
unless improved performance is required. If improved performance is
required, use method 2.
Method 1 - Manual Tailwind Takeoff Data:
• Use Max thrust for the Thrust rating.
• Check the Airport Analysis data on the TPS to confirm the takeoff weight
is not heaver than the max allowable takeoff weight. Multiply the tailwind
correction by the value of the tailwind, and subtract this from the zero
wind max weight for the runway.
• Use FMC QRH V-Speeds after entering wind, slope, and runway
condition on FMC TAKEOFF REF 2/2 page, or
• Lookup V-speeds in the Takeoff Chapter, using actual temperature and
correct V1 for tailwind.
Method 2 - Request a TPS based on the tailwind from Dispatch and use that
data for takeoff.
NOTE
A TPS based on a tailwind will always use Max thrust.
Manual Takeoff Calculation

TPS will lock in a runway, flap setting, thrust rating, and BLD OFF (if
available), when performance adjustments are made by the dispatcher or
load agent. It may be desirable to compute takeoff performance based on a
different runway, flaps, BLD ON, or wind component.
If this is the case, the flight crew may use data in the TPS AIRPORT
ANALYSIS section.
• If temperature is hotter than 2° C from planned, request a new TPS.
• Determine maximum weight from the CLIMB and RWY limits. If needed,
correct for tailwind, MEL/CDL and / or engine anti-ice.
• Use QRH V-speeds or look up V-speeds in the Takeoff section.
• Use maximum takeoff thrust for the thrust rating. If the TPS planned
temperature is valid, use takeoff N1 from the TPS. Otherwise, look up
takeoff N1 in the Takeoff section.
The data in the airport analysis section of the TPS will be based on the thrust
rating shown in the header section. If another thrust rating is desired, request
a new TPS.
NOTE
This procedure cannot be used with Improved Performance because
the corresponding V-speeds cannot be determined. If the actual
takeoff weight requires Improved Performance, request a new TPS.
La Guardia (LGA) Pier Limits

The following will appear in the Airport Notes section of the TPS for all flights
from La Guardia (LGA):
****************************************
PIER LIMITED WEIGHT RESTRICTIONS MUST BE
APPLIED FOR B737-NG OPERATIONS
.
ALL RUNWAYS
MAX PIER AND T/O WEIGHT
170000 LBS
****************************************
It indicates the load planning system is observing special structural limits
based on the load bearing capacity of the runway piers. This is an
informational note and no crew action is required.
Temporary Airport Analysis

When a situation temporarily reduces the runway / obstacle (RWY) limited
takeoff weights, a Temporary Airport Analysis (TAA) is issued for the affected
runway (e.g. partial runway closures, obstructions located in close vicinity to
an extended runway centerline, etc.).
If a TAA is issued for a runway, the following information is displayed on the
TPS, indicating affected runway, TAA number, date of issuance (used for
internal bookkeeping purposes), and conditions of the TAA. Limit weights for
the affected runway are automatically adjusted for the specified condition. No
further adjustments are required.
...RWY 28L DATA BASED ON TAA 97-081...
**************************************************************
PIT TMPRY ARPT ANLYS NR <97-081 PT 1 OF 1 ISSUED <07/16/97
WITH - RWY 10R/28L E 690 FT CLSD
THE FOLLOWING APPLIES -
RWY 10R/28L 10810 FEET AVBL FOR TAKEOFF AND LANDING
CHECK PIT NOTAMS/FIELD CONDITIONS FOR APPLICABILITY OF TAA

ANY CHANGES TO CONDITIONS OF THIS TAA - CTC OPNS ENGRG ASAP
***STATION F/C REPORT MUST INDICATE THIS TAA WHEN IN EFFECT**
HDQLP/GEORGE METCALF ICS 967-9206
**************************************************************
If a runway in use has been partially closed and a Temporary Airport Analysis
has not been issued for the runway, Dispatch should be notified as soon as
possible.
When Weight and/or Temperature Differs from the Plan

If Standard Thrust is Planned
The standard thrust setting is generated using the ATOW. Therefore, when
TPS is calling for standard thrust, actual takeoff weight (GW from takeoff
page 1/2) must be checked against ATOW as well as MTOW on the TPS.
Also, actual temperature must be checked against Assumed Temperature
(AT) figures on the TPS.
NOTE
It is the Captain's responsibility to ensure that no condition
exists that prohibits use of Standard Thrust even though it
appears on the TPS.
If Max Thrust is Planned
Maximum Thrust provided by TPS is based on planned temperature. Manual
adjustments to Max Thrust settings are not required since the FMC adjusts
Max Thrust for actual temperature. However, RWY and CLIMB limit weights
must be checked when temperature rises. Likewise, takeoff weight must be
checked against MTOW and the PTOW since V-speeds are based on
PTOW.
The QUICK REFERENCE GUIDE on the following pages summarizes the
requirements for obtaining new thrust and V-speed data when takeoff weight
and / or temperature differs from TPS.
If Standard Thrust is Planned by TPS, but Maximum Thrust is Required by a

Limitation
• If the limitation does not have a weight penalty, these include:
- Windshear is reported or expected, including windshear advisories.
- FM-II Airport Advisory requires Maximum Thrust.
Then, if the takeoff weight does not exceed the ATOW and the actual
temperature does not exceed the AT, no further check of maximum
weight is necessary. Use maximum 26K, or TO thrust and FMS QRH
V-Speeds. Use of any thrust rating other than the thrust rating on the
current TPS requires a new TPS.
• If the limitation has a takeoff weight penalty, these include:
- A tailwind.
- The runway is contaminated by standing water, slush, snow, or ice.*
- Takeoff weight (TOW) exceeds Assumed Takeoff Weight (ATOW).
And, a new TPS is not obtained which authorizes Standard Thrust at
the takeoff weight.
- With MEL / CDL items containing a takeoff weight correction and
takeoff data is not automatically corrected by TPS. Do not use QRH
V-speeds.
- Whenever takeoff data is used from the CRC/MEL message.
- If Engine Anti-ice is used and the TPS THRUST/V-SPEED section
does not indicate ANTI-ICE ON.
Then, the takeoff weight must not exceed the maximum takeoff weight
using the Airport Analysis data incorporating any applicable weight
penalties. Another thrust rating may be required. Use maximum thrust for
the thrust rating on the TPS (or 26K or TO if required) and select FMS
QRH V-speeds. Standard thrust V-speeds on the TPS may not be valid.
Use of any thrust rating other than the thrust rating on the current TPS
requires a new TPS.
* If the restriction is due to a runway contaminated by standing water,
slush, snow, or ice, or an MEL/CDL item that uses the CRC/MEL
program, a CRC/MEL message will show the appropriate max weight
and V-speed data. Use 26K, 27K Bump, or TO max thrust, whichever is
listed on the CRC/MEL message.
TPS QUICK REFERENCE GUIDE

• If a weight, temperature, or wind variation exists, use the appropriate
chart below and on the following pages. If a combination of a weight,
temperature, and / or wind variation exists, check Weight Variation,
followed by Temperature Variation, followed by Wind Variation.
• DO NOT exceed the Structural or Airport Analysis limited weights.
• Maximum thrust may be required by a limitation, see previous page.
WEIGHT VARIATION
Ensure Load Closeout (ACARS/Hard copy/Radio) is received prior to takeoff.

Standard Thrust is Planned by TPS Maximum Thrust is Planned by TPS
Actual Takeoff Weight is: Actual Takeoff Weight is:

Lighter than Lighter than
or equal to Heavier than ATOW Heavier than PTOW or equal to
ATOW PTOW
- Use - Request new TPS. - Use MAX

Standard OR Thrust.
Thrust. - If Max Thrust (including Improved Performance) and - Use
- Use Takeoff Weight does not exceed PTOW by more than up-linked
up-linked 2000 lbs and is lighter than MTOW, use the data in the V-speeds,
V-speeds, Thrust/V-speed Section for the runway. QRH
QRH OR V-speeds,
V-speeds, - If Takeoff Weight exceeds ATOW (PTOW plus 2000 lbs) or
or and is lighter than MTOW (does not apply to Improved V-speeds
V-speeds Performance) use: from TPS.
from TPS. o MAX Thrust, and
o FMC QRH V-Speeds or Performance Manual
V-Speeds.
OR
- If Takeoff Weight is heavier than MTOW in
Thrust/V-Speed Section:
o Contact Dispatch if TPS is Enroute (E), Landing (L), or
Dispatch (D) weight limited, otherwise
o Check AIRPORT ANALYSIS DATA Section, for a
Flap/BLD/Temp combination (corrected for wind/anti-ice
if appropriate) that allows a takeoff:
• If weight can be accommodated without Improved
Performance, use:
-MAX Thrust, and
-FMC QRH V-Speeds or Performance Manual
V-Speeds.
• If weight can be accommodated with Improved
Performance, request a new TPS.
• If weight cannot be accommodated, contact Dispatch.
TEMPERATURE VARIATION
Note: If a combination of a weight, temperature, and / or wind variation exists,
check Weight Variation, followed by Temperature Variation, followed by Wind
Variation.
Ensure Load Closeout (ACARS/Hard copy/Radio) is received prior to takeoff.

If Standard Thrust is If Maximum Thrust is Planned by TPS
Planned by TPS
Current temperature
Current temperature is:
is:
Warmer
Colder than Colder than than Plan
Warmer
or equal to or equal to Warmer than Plan Temp by 2°C or less Temp by
than AT
AT Plan Temp more
than 2°C
- Takeoff is Request - Takeoff is - Request new TPS. Request

authorized new authorized OR new TPS
using TPS using - Check AIRPORT ANALYSIS DATA data.
Standard data. MAX Section, for a Flap/BLD/Temp
Thrust. Thrust. combination (corrected for
- Use - Use wind/anti-ice if appropriate) that
up-linked up-linked allows a takeoff:
V-speeds, V-speeds, o If weight can be accommodated
QRH QRH without Improved Performance, use:
V-speeds, V-speeds, -MAX Thrust, and
or or
-FMC QRH V-Speeds or
V-speeds V-speeds Performance Manual V-Speeds.
from TPS. from TPS.
o If weight can be accommodated with
Improved Performance, request a
new TPS.
o If weight cannot be accommodated,
contact Dispatch.
NOTE:
If Improved Performance TPS is
planned, the V-speeds in the Thrust /
V-Speed section may still be used
provided:
- The takeoff weight does not exceed
the PTOW by more than 2000 lbs.
And,
- The takeoff weight does not exceed
the Improved Performance maximum
takeoff weight shown in the Airport
Analysis section.
WIND VARIATION
If “WIND ADJM-CALL LOADS OR COMPUTE DATA” appears in the Thrust/V-speeds
section of the TPS for the takeoff runway, contact Load Planner or Dispatcher, or
compute takeoff data using the procedure in Manual Takeoff Calculation.
Note: If either a weight and/or temperature variation exists, check Weight Variation
and/or Temperature Variation prior to Wind Variation.
Ensure Load Closeout is received prior to takeoff.

Takeoff Runway has a Headwind Takeoff Runway has a Tailwind
For the takeoff runway, the TPS AT

For the takeoff runway, the TPS AT Column:
Column:
Does Does
not Shows a not Shows a
Shows a Headwind Shows a Tailwind
show a Tailwind show a Headwind
wind wind
Actual headwind is: Follow procedure Actual Tailwind is

Greater for a tailwind
takeoff shown in Less than
than or
Less than the Unplanned Greater than the or equal to
equal to
wind in the AT Tailwind Takeoff wind in the AT the wind in
the wind
column column the AT
in the AT
column
column
Takeoff is authorized - Request - Request Takeoff is

using the TPS data in the dispatcher or dispatcher or authorized
Thrust/V-speed section. load planner load planner using the
to change to change TPS data
planned planned in the
headwind and tailwind and Thrust/
request a new request a new V-speed
TPS. TPS. section.
(Required for (Required for
Improved Improved
Performance) Performance)
OR OR
- Manually - Manually
compute compute
takeoff data takeoff data
using the using the
procedure in procedure in
Manual Manual
Takeoff Takeoff
Calculation. Calculation.
11 MAR 15 B737 Operations Manual, Volume I
SABRE TPS Entries

The following entries are available in DECS to display TPS information
regarding runways, airport analysis, temporary airport analyses, etc.
To Display: SABRE Entry Explanation
VAT/sta Displays available takeoff

Available takeoff runways, intersections, and
runway lengths Example associated lengths in TPS.
VAT/ORD [sta - 3 letter airport identifier]
Headwind, RW*/sta Displays runway headwind,

tailwind and tailwind and crosswind
crosswind Example components.
component for RW*/ORD [sta - 3 letter airport identifier]
each runway
VAX / sta / eq Displays the flaps settings

Available takeoff available for each runway.
flap settings Example [sta - 3 letter airport identifier]
VAX/ORD/83 [eq - TPS Equipment Code*]
VAA*sta /eq / flap / rwy /

Displays airport analysis (RWY
QAxxxx / Dtmp and Climb limit weights).
[sta - 3 letter airport identifier]
Examples [eq - TPS Equipment Code*]
VAA*ORD/83/5/27L [flap - takeoff flap]
Airport Analysis or [rwy - runway number]
VAA*ORD/83/5/27L/QA299 [xxxx - altimeter setting]
2 optional
or [tmp - temperature in °C]
VAA*ORD/83/5/27L/QA299 optional
2/D18
VAX / sta / T Displays list of active and inactive

List of Temporary temporary airport analyses.
Airport Analysis Example [sta - 3 letter airport identifier]
VAX/JFK/T
AWT / sta / ##-### Displays details of a temporary

airport analysis.
Details of
Example [sta - 3 letter airport identifier]
Temporary
AWT/JFK/96-197 [##-###- - temporary airport
Airport Analysis
analysis number obtained from
VAX/STA/T entry]
* Use the Sabre entry TC/nose# to determine the TPS Equipment Code for
the aircraft.
0.1 PERFORMANCE - LOADING
Table of Contents
Introduction
General...............................................................................................10.1
Stab Trim Setting................................................................................10.1
TPS Weight and Balance Section ...........................................................10.2
Load Closeout .........................................................................................10.4
Load Closeout Sample .......................................................................10.4
Explanation of the Load Closeout ......................................................10.5
C.G Restrictions with Low Passenger Count ..........................................10.6
Procedures .........................................................................................10.6
-NG Takeoff Stab Trim Setting

27K Bump Thrust ...............................................................................20.1
26K Thrust ..........................................................................................20.1
24K Thrust ..........................................................................................20.2
22K Thrust ..........................................................................................20.2
-MAX 8 Takeoff Stab Trim Setting

TO Thrust ...........................................................................................30.1
TO1 Thrust .........................................................................................30.1
TO2 Thrust .........................................................................................30.2
Introduction
General
This chapter contains information and descriptions of loading data used by
the flight crew.
The Load Planning System (LPS), a system within DECS, is the primary
system for computing aircraft weight and balance as well as checking to
ensure the aircraft is within weight and c.g. limits. This system works in
concert with TPS and the Flight Planning system to coordinate weight and
fuel loading.
The primary output to the flight crew is the:
• TPS Weight and Balance Data
• Load Closeout
Both of these outputs are described on the following pages.
Stab Trim Setting

Takeoff Stab Trim Setting tables, in this section, are used as a back-up or
verification of the stab trim information.
29 JUN 17 B737 Operations Manual, Volume I
TPS Weight and Balance Section

Sample
******************** WEIGHT AND BALANCE DATA ******************
b c d e f
------LOAD----------TOTALS-------LIMITS-----CMPT MAX--AS LDED-
EOW 95680 ZFW 109520 MZFW 136000 FC 7386 500
PSGR WT 12240 FUEL 25993P *** STD *** AC 10119 1100
CGO WT 1600 RMP 135513 MRMP 174700
BALLAST 0 TXI 475
TOW 135038 g
h CNFIG F 20 P 0 C 0 Y114
i PSGRS F 14 P 0 C 0 Y 54 W-0 X-0
CRT ADDRESS L004 AGENT SELMA BOUVIER PHONE 682-315-7323
***************************************************************
The following is an explanation of the items contained on the TPS WEIGHT

AND BALANCE section.
b Weight breakdown of the planned load in lbs.

EOW Empty Operating Weight - equal to aircraft empty weight plus
operating items including operating crew members listed on the
crew manifest (CA, FO, XO, FA plus bags), buffet equipment,
cargo containers, cabin equipment, residual fuel, engine oil,
potable water, and chemical fluids. The Load Agent may adjust
EOW for operating items that are heavier or lighter than
standard. Deadheading crew members are not accounted for in
the EOW.
PSGR WT Passenger weight - the weight of adult passengers (including
carry-on bags and infants under 2), children 2 thru 12 years of
age (if a child count is taken), and cockpit (W) and cabin (X)
jumpseat riders. Average adult passenger weights vary with
geographical region and season. If a child count is taken, a child
weight is used, otherwise adult weights are used. Infants are
accounted for in passenger carry-on baggage weight allowance.
Jumpseat riders on the flight crew namelist are included in the
EOW and will not show up as W or X riders.
CGO WT Cargo weight - combined weight of the checked baggage, mail,
and freight.
BALLAST Weight of ballast fuel. Only used when MEL item requires
unusable fuel to be loaded.
c Weight and fuel totals in lbs.

ZFW Zero Fuel Weight = EOW + payload
FUEL Release fuel plus ferry fuel. If a “P” suffix follows, the value is the
planned fuel, not including ballast fuel. An “A” suffix indicates
actual fuel onboard as reported by the flight crew via the ACARS
Fuel Entry.
RMP Ramp weight
TXI Planned taxi fuel burn
TOWTakeoff weight (TOW = RMP - TXI).
d Limits and Fuel Distribution in lbs.
MZFW Maximum Zero Fuel Weight.
***STD*** Fuel load distribution:
STD Standard distribution (fuel loaded in wing tanks until full,
then in center tanks
005- Amount of fuel (rounded to nearest 500 lbs.) loaded in
center tank when wing tanks are not full. Ranges from 005
to 010. (e.g. 010 = 1000 lbs.)
If other than the above codes are shown, contact the load agent
for information.
MRMP Maximum Ramp Weight
e Cargo compartment weight limits - lbs.
f Actual cargo loading by compartment in lbs.
g Aircraft seating configuration
h Number of passengers in each class. Note: An operating exception crew
member (XO) will not be reflected as a W rider, even though he is occupying
the cockpit jumpseat.
i Load Agent’s CRT / printer address, name, and phone number.
Load Closeout
Load closeout information is required prior to departure and may be printed,
displayed electronically, or read over voice radio call. In all cases both flight
and nose number must be provided.
Load Closeout Sample
b - LOAD CLOSEOUT RVSN 00 0656L

c 0764 LAX-ORD N3AY
d TOW 134560
e FOB 25625A
f ZFW 108935
g L/A F-1 A-0 not shown unless Live Animal/s in cargo
h R/A F-YES A-NO
i W/B F-0 A-1 not shown unless Wheel chair Batteries loaded in cargo
j D/I F-1 A-0 not shown unless checked baggage contains Dry Ice
1) CG 20.8 PCT
1! PSGR 66 W0 X0
1@ LAP 3
1# CREW 6
1$ --------
1% TSOB 75
1^ CHILD 1 included in PSGR; not shown unless child count performed
1& PSGR WGT 11880
1* CGO WGT 1375
1( EOW 95680
2) REVISED CARGO WEIGHTS
2! SECOK
Explanation of the Load Closeout

b Closeout revision number and calculation time.
c Flight number / Departure Airport - Destination Airport / Aircraft nose
number preceded by “N.”
d Takeoff Weight = ZFW + FOB.
e Fuel On Board (FOB) = Actual (A) or Planned (P) Release Fuel,
including ferry and ballast fuel, minus planned taxi burn.
If a fuel is entered that differs from Plan by 4000 lbs or more, an
appropriate ACARS message will be received. If reentered, the fuel
value is accepted, even if in error. Anytime the fuel value entered via
ACARS differs significantly from plan, an error message is sent to
prompt the Load Agent to verify the fuel load.
f Zero Fuel Weight = EOW + Payload. This value does not include ballast
fuel and should be used to initialize onboard systems.
g Location and count of Live Animals in cargo hold. “F” is forward cargo
compartment. “A” is aft cargo compartment.
h Indication if Restricted Articles are loaded, YES or NO (forward or aft
cargo).
i Location and number of Wheelchair Batteries (forward or aft cargo).
j Location and number of passenger checked bags containing Dry Ice
(forward or aft cargo).
1) Takeoff center of gravity in percent MAC.
1! Total passenger count (adults + children, excluding infants) and cockpit
(W) and cabin (X) jumpseat riders.
1@ Number of infants not occupying a seat (lap children).
1# Number of crew members, both cockpit and cabin.
1$ Summation line.
1% Total Souls On Board (TSOB). The sum of total passenger count
(PSGR), W riders, X riders, infants (LAP), and crew (CREW).
1^ Child count. The number of children is also included in the total
passenger count 1!.
1& Total passenger weight. See item b under TPS FORMAT for passenger
weight accounting.
1* Total cargo weight.
1( Empty Operating Weight.
2) Free text message.
2! Security OK message.
C.G Restrictions with Low Passenger Count

Certain passenger seating configurations can result in the TOW C.G. and /
or the ZFW C.G. to be driven out of limits. This typically occurs when the
Coach Class passenger count is less than 55 with a full First Class
passenger load. When this occurs, the Load Planners will execute an EOW
Exception Code that will restrict the seating of passengers in certain Coach
Class rows, either the first 4 rows or the first 8 rows.
Procedures
The Load Planner procedures for this situation are:
1. Turn off the auto radio closeout function.
2. Contact the gate agent with instructions regarding which rows must
remain empty.
3. Contact the #1 flight attendant and advise that no passengers should be
moved into the blocked rows for the duration of the flight.
4. Advise the Captain with a free text message appended to the Load
Closeout similar to the following:
"DUE TO EOW AND/OR ZFW C.G. LIMITATIONS, THE FIRST (4 or 8)
ROWS OF COACH MUST REMAIN EMPTY FOR THE DURATION OF THE
FLIGHT."
The Captain will ensure the F/A #1/Purser is familiar with the seating
restriction and that this restriction applies for T/O, enroute, and landing.
-NG Takeoff Stab Trim Setting

27K Bump Thrust
Takeoff Flaps 1 or 5 Flaps 15 or 25
CG Takeoff Weight - 1000 lb Takeoff Weight - 1000 lb
% MAC 80 100 120 140 160 180 80 100 120 140 160 180
6 5.8 5.8 6.7 7.5 8.3 8.5 5.1 5.1 7.0 8.1 8.5 8.5
8 5.6 5.6 6.4 7.2 7.9 8.5 4.8 4.8 6.5 7.5 8.5 8.5
10 5.5 5.5 6.2 6.8 7.5 8.1 4.5 4.5 6.0 6.9 8.2 8.5
12 5.0 5.0 5.8 6.4 7.1 7.6 4.2 4.2 5.5 6.2 7.3 7.9
14 4.8 4.8 5.6 6.2 6.7 7.1 3.8 3.8 4.9 5.7 6.5 7.2
16 4.5 4.5 5.3 5.8 6.3 6.6 3.5 3.5 4.4 5.0 5.7 6.3
18 4.3 4.3 5.0 5.6 6.0 6.3 3.2 3.2 4.1 4.7 5.3 5.9
20 4.0 4.0 4.7 5.3 5.7 6.0 2.8 2.8 3.7 4.3 4.9 5.4
22 3.8 3.8 4.4 4.9 5.4 5.7 2.5 2.5 3.3 3.9 4.4 4.9
24 3.5 3.5 4.1 4.7 5.1 5.4 2.1 2.1 3.0 3.6 4.1 4.6
26 3.2 3.2 3.8 4.4 4.8 5.1 2.1 2.1 2.6 3.2 3.7 4.1
28 2.9 2.9 3.6 4.1 4.4 4.7 2.1 2.1 2.2 2.8 3.3 3.7
30 2.8 2.8 3.3 3.8 4.1 4.4 2.1 2.1 2.1 2.4 2.9 3.2
32 2.4 2.4 3.0 3.5 3.8 4.1 2.1 2.1 2.1 2.1 2.5 2.7
34 2.2 2.2 2.7 3.2 3.5 3.8 2.1 2.1 2.1 2.1 2.1 2.3
36 2.1 2.1 2.4 2.8 3.2 3.5 2.1 2.1 2.1 2.1 2.1 2.1
26K Thrust
Takeoff Flaps 1 or 5 Flaps 15 or 25
% MAC 80 100 120 140 160 180 80 100 120 140 160 180
6 6.0 6.0 6.8 7.5 8.3 8.5 5.1 5.1 7.0 8.1 8.5 8.5
8 5.7 5.7 6.5 7.2 7.9 8.5 4.8 4.8 6.5 7.5 8.5 8.5
10 5.5 5.5 6.2 6.9 7.5 8.1 4.5 4.5 6.0 6.9 8.1 8.5
12 5.2 5.2 6.0 6.6 7.1 7.7 4.2 4.2 5.5 6.3 7.2 8.0
14 5.0 5.0 5.7 6.3 6.8 7.3 3.9 3.9 5.0 5.7 6.4 7.1
16 4.7 4.7 5.4 6.0 6.4 6.8 3.6 3.6 4.5 5.1 5.5 6.2
18 4.5 4.5 5.2 5.7 6.1 6.5 3.3 3.3 4.2 4.7 5.1 5.8
20 4.2 4.2 4.9 5.4 5.8 6.2 2.9 2.9 3.8 4.4 4.8 5.4
22 4.0 4.0 4.6 5.1 5.5 5.9 2.6 2.6 3.5 4.0 4.4 5.0
24 3.7 3.7 4.3 4.8 5.2 5.6 2.3 2.3 3.1 3.6 4.0 4.5
26 3.4 3.4 4.1 4.5 4.9 5.3 2.1 2.1 2.8 3.3 3.6 4.1
28 3.2 3.2 3.8 4.2 4.6 5.0 2.1 2.1 2.4 2.9 3.3 3.7
30 2.9 2.9 3.5 3.9 4.3 4.6 2.1 2.1 2.1 2.5 2.9 3.3
32 2.6 2.6 3.2 3.6 3.9 4.3 2.1 2.1 2.1 2.1 2.5 2.9
34 2.3 2.3 2.9 3.3 3.6 4.0 2.1 2.1 2.1 2.1 2.1 2.5
36 2.1 2.1 2.6 3.0 3.3 3.7 2.1 2.1 2.1 2.1 2.1 2.1
24K Thrust
Takeoff Flaps 1 or 5 Flaps 15
% MAC 80 100 120 140 160 180 80 100 120 140 160 180
6 6.4 6.4 7.1 7.7 8.0 8.5 5.7 5.7 7.0 8.1 8.5 8.5
8 6.1 6.1 6.9 7.4 7.8 8.4 5.4 5.4 6.6 7.6 8.5 8.5
10 5.9 5.9 6.6 7.1 7.5 8.1 5.1 5.1 6.2 7.1 8.0 8.5
12 5.6 5.6 6.3 6.8 7.2 7.8 4.8 4.8 5.8 6.5 7.4 7.9
14 5.3 5.3 6.1 6.6 6.9 7.5 4.5 4.5 5.3 6.0 6.8 7.3
16 5.1 5.1 5.8 6.3 6.7 7.2 4.2 4.2 4.9 5.5 6.2 6.7
18 4.8 4.8 5.5 6.0 6.4 6.9 3.9 3.9 4.5 5.1 5.8 6.3
20 4.5 4.5 5.2 5.7 6.0 6.6 3.6 3.6 4.2 4.8 5.4 5.8
22 4.3 4.3 4.9 5.4 5.7 6.2 3.3 3.3 3.8 4.4 5.0 5.4
24 4.0 4.0 4.6 5.1 5.4 5.9 3.0 3.0 3.5 4.0 4.5 5.0
26 3.7 3.7 4.3 4.8 5.1 5.5 2.7 2.7 3.1 3.6 4.1 4.6
28 3.4 3.4 4.0 4.5 4.8 5.2 2.4 2.4 2.8 3.3 3.7 4.1
30 3.1 3.1 3.7 4.1 4.4 4.8 2.1 2.1 2.4 2.9 3.3 3.7
32 2.8 2.8 3.4 3.8 4.1 4.5 2.1 2.1 2.1 2.5 2.9 3.3
34 2.5 2.5 3.1 3.5 3.8 4.1 2.1 2.1 2.1 2.1 2.5 2.8
36 2.2 2.2 2.8 3.2 3.5 3.7 2.1 2.1 2.1 2.1 2.1 2.4
22K Thrust
Takeoff Flaps 1 or 5 Flaps 15

% MAC 80 100 120 140 160 180 80 100 120 140 160 180
6 6.7 6.7 7.3 7.8 8.1 8.5 6.1 6.1 7.0 8.1 8.5 8.5
8 6.4 6.4 7.1 7.5 7.8 8.5 5.8 5.8 6.6 7.6 8.5 8.5
10 6.2 6.2 6.8 7.3 7.6 8.3 5.4 5.4 6.3 7.1 8.1 8.5
12 5.9 5.9 6.5 7.0 7.3 8.0 5.1 5.1 5.9 6.6 7.5 8.0
14 5.6 5.6 6.3 6.7 7.1 7.6 4.8 4.8 5.5 6.1 7.0 7.5
16 5.4 5.4 6.0 6.5 6.8 7.3 4.4 4.4 5.2 5.6 6.4 6.9
18 5.1 5.1 5.7 6.2 6.5 7.0 4.1 4.1 4.8 5.2 6.0 6.5
20 4.9 4.9 5.5 5.9 6.2 6.7 3.7 3.7 4.4 4.9 5.6 6.0
22 4.6 4.6 5.2 5.6 5.9 6.4 3.4 3.4 4.1 4.5 5.2 5.6
24 4.3 4.3 4.9 5.3 5.6 6.1 3.1 3.1 3.7 4.1 4.8 5.2
26 4.1 4.1 4.6 5.0 5.3 5.8 2.7 2.7 3.3 3.7 4.4 4.8
28 3.8 3.8 4.3 4.7 5.0 5.5 2.4 2.4 3.0 3.4 3.9 4.3
30 3.5 3.5 4.0 4.4 4.7 5.2 2.1 2.1 2.6 3.0 3.5 3.9
32 3.2 3.2 3.7 4.1 4.4 4.9 2.1 2.1 2.2 2.6 3.1 3.5
34 2.9 2.9 3.4 3.8 4.0 4.6 2.1 2.1 2.1 2.2 2.7 3.0
36 2.6 2.6 3.1 3.5 3.7 4.3 2.1 2.1 2.1 2.1 2.3 2.6
-MAX 8 Takeoff Stab Trim Setting

TO Thrust
Takeoff Flaps 1 or 5 Flaps 10, 15, or 25
% MAC 80 100 120 140 160 180 80 100 120 140 160 180
6 4.6 5.8 6.9 7.6 8.2 8.5 3.8 4.9 7.2 8.1 8.9 9.5
8 4.3 5.5 6.6 7.3 7.9 8.3 3.6 4.6 6.6 7.5 8.2 8.8
10 4.1 5.3 6.3 7.0 7.5 8.0 3.3 4.3 6.1 6.9 7.6 8.1
12 3.9 5.0 6.0 6.7 7.2 7.7 3.1 4.0 5.5 6.3 6.9 7.5
14 3.7 4.7 5.7 6.4 6.9 7.3 3.0 3.7 5.0 5.7 6.3 6.8
16 3.4 4.4 5.4 6.1 6.6 7.0 3.0 3.4 4.4 5.2 5.8 6.2
18 3.2 4.1 5.1 5.8 6.3 6.7 3.0 3.1 4.1 4.8 5.4 5.8
20 3.0 3.8 4.8 5.4 5.9 6.3 3.0 3.0 3.7 4.4 5.0 5.4
22 3.0 3.5 4.4 5.1 5.5 5.9 3.0 3.0 3.3 4.0 4.6 5.0
24 3.0 3.3 4.1 4.7 5.2 5.6 3.0 3.0 3.0 3.6 4.1 4.5
26 3.0 3.0 3.7 4.4 4.8 5.2 3.0 3.0 3.0 3.2 3.7 4.1
28 3.0 3.0 3.4 4.0 4.4 4.8 3.0 3.0 3.0 3.0 3.3 3.7
30 3.0 3.0 3.1 3.6 4.0 4.4 3.0 3.0 3.0 3.0 3.0 3.2
32 3.0 3.0 3.0 3.3 3.7 4.1 3.0 3.0 3.0 3.0 3.0 3.0
34 3.0 3.0 3.0 3.0 3.3 3.7 3.0 3.0 3.0 3.0 3.0 3.0
36 3.0 3.0 3.0 3.0 3.0 3.3 3.0 3.0 3.0 3.0 3.0 3.0
TO1 Thrust
% MAC 80 100 120 140 160 180 80 100 120 140 160 180
6 5.6 6.9 7.8 8.4 8.5 8.5 4.7 6.0 8.1 8.5 8.5 8.5
8 5.3 6.6 7.4 8.1 8.5 8.5 4.4 5.7 7.5 8.2 8.5 8.5
10 5.0 6.2 7.1 7.7 8.2 8.5 4.1 5.3 6.9 7.6 8.2 8.5
12 4.8 5.9 6.8 7.4 7.8 8.1 3.8 5.0 6.4 7.0 7.5 7.9
14 4.5 5.6 6.5 7.0 7.5 7.8 3.5 4.6 5.8 6.4 6.9 7.3
16 4.2 5.3 6.2 6.7 7.1 7.4 3.2 4.3 5.2 5.9 6.3 6.7
18 3.9 5.0 5.8 6.4 6.8 7.1 3.0 3.9 4.8 5.5 5.9 6.3
20 3.6 4.6 5.5 6.0 6.4 6.7 3.0 3.5 4.4 5.1 5.5 5.9
22 3.3 4.3 5.1 5.7 6.0 6.4 3.0 3.1 4.0 4.6 5.1 5.4
24 3.0 3.9 4.7 5.3 5.7 6.0 3.0 3.0 3.6 4.2 4.7 5.0
26 3.0 3.6 4.4 4.9 5.3 5.6 3.0 3.0 3.2 3.8 4.2 4.6
28 3.0 3.2 4.0 4.5 4.9 5.2 3.0 3.0 3.0 3.3 3.8 4.1
30 3.0 3.0 3.6 4.1 4.5 4.9 3.0 3.0 3.0 3.0 3.3 3.7
32 3.0 3.0 3.3 3.8 4.1 4.5 3.0 3.0 3.0 3.0 3.0 3.2
34 3.0 3.0 3.0 3.4 3.7 4.1 3.0 3.0 3.0 3.0 3.0 3.0
36 3.0 3.0 3.0 3.0 3.4 3.7 3.0 3.0 3.0 3.0 3.0 3.0
TO2 Thrust
% MAC 80 100 120 140 160 180 80 100 120 140 160 180
6 6.8 7.9 8.5 8.5 8.5 8.5 6.0 7.2 8.5 8.5 8.5 8.5
8 6.5 7.6 8.3 8.5 8.5 8.5 5.6 6.8 8.4 8.5 8.5 8.5
10 6.2 7.3 7.9 8.4 8.5 8.5 5.3 6.4 7.8 8.4 8.5 8.5
12 5.9 6.9 7.6 8.1 8.4 8.5 4.9 6.1 7.2 7.7 8.2 8.5
14 5.6 6.6 7.3 7.7 8.0 8.2 4.6 5.7 6.6 7.1 7.4 7.8
16 5.3 6.3 6.9 7.4 7.7 7.9 4.2 5.3 6.1 6.6 6.9 7.1
18 5.0 5.9 6.6 7.0 7.3 7.5 3.9 4.9 5.7 6.2 6.5 6.7
20 4.6 5.6 6.2 6.7 7.0 7.2 3.5 4.5 5.3 5.8 6.1 6.4
22 4.3 5.2 5.9 6.3 6.6 6.8 3.1 4.0 4.8 5.3 5.7 5.9
24 4.0 4.8 5.5 5.9 6.2 6.4 3.0 3.6 4.4 4.8 5.2 5.5
26 3.6 4.4 5.1 5.5 5.8 6.1 3.0 3.2 3.9 4.4 4.8 5.0
28 3.3 4.1 4.7 5.2 5.4 5.7 3.0 3.0 3.5 3.9 4.3 4.6
30 3.0 3.7 4.4 4.8 5.0 5.3 3.0 3.0 3.0 3.5 3.9 4.2
32 3.0 3.3 4.0 4.4 4.7 5.0 3.0 3.0 3.0 3.0 3.4 3.7
34 3.0 3.0 3.6 4.0 4.3 4.6 3.0 3.0 3.0 3.0 3.0 3.3
36 3.0 3.0 3.2 3.6 3.9 4.2 3.0 3.0 3.0 3.0 3.0 3.0
0.1 PERFORMANCE - TAKEOFF
Table of Contents
Introduction
General ...................................................................................................10.1
Thrust Ratings .........................................................................................10.1
Thrust Settings ........................................................................................10.1
Speeds ....................................................................................................10.1
TPS V-speeds ....................................................................................10.2
Utilization of FMS QRH V-Speeds......................................................10.2
Performance Section V-speed tables .................................................10.3
Authorized Takeoff Flap Settings ............................................................10.3
Short Field Performance (SFP) Package ................................................10.4
Operations on Contaminated Runways...................................................10.4
SPAR (Systems Performance Adjustments Reference) Matrix...............10.4
-NG Takeoff Data 22K Thrust

Maximum Takeoff Thrust.........................................................................20.1
V1-VR-V2 Speeds ...................................................................................20.2
V-Speed Corrections ...............................................................................20.4
VMCG (Minimum V1) – KIAS ..................................................................20.4

V1-VR-V2 Speeds ...................................................................................30.2

V1-VR-V2 Speeds ...................................................................................40.2
-NG Takeoff Data 27K Bump Thrust

V1-VR-V2 Speeds ...................................................................................50.2
-NG Minimum Maneuver & Stall Speeds

-NG Minimum Maneuvering Speeds ......................................................60.1
-NG 1G Stall Speeds ..............................................................................60.1
-MAX 8 Takeoff Data TO2 Thrust

Maximum Takeoff Thrust ...................................................................... 120.1
V1-VR-V2 Speeds ................................................................................ 120.2
V-Speed Corrections........................................................................ 120.4
VMCG (Minimum V1) – KIAS ............................................................... 120.4

V1-VR-V2 Speeds ................................................................................ 130.2
-MAX 8 Takeoff Data TO Thrust

V1-VR-V2 Speeds ................................................................................ 140.2
-MAX 8 Minimum Maneuver & Stall Speeds

-MAX 8 Minimum Maneuvering Speeds .............................................. 160.1
-MAX 8 1G Stall Speeds ...................................................................... 160.1
Maximum Takeoff Weight Corrections

Maximum Takeoff Weight Corrections.................................................. 200.1
Anti-ice Corrections.......................................................................... 200.1
Maximum Allowable Takeoff Weight Computation Form ................. 200.2
Takeoff on Wet Runways

Introduction ........................................................................................... 210.1
Limitations – Wet Runway .................................................................... 210.1
Takeoff Performance Data.................................................................... 210.1
Runway Surface ................................................................................... 210.1
TPS Request ........................................................................................ 210.2
Takeoff on Runways Contaminated by Standing Water, Slush,

Snow, or Ice
Introduction ........................................................................................... 220.1
Operational Limitations - Contaminated Runways................................ 220.1
Data Usage and Procedures ................................................................ 220.2
Definitions and Assumptions ................................................................ 220.2
Maximum Weight and V1 Calculation................................................... 220.3
Introduction
General
Takeoff data in this section is identical to the data computed by TPS and may
be used for manual computations, verification of TPS data, or in lieu of some
TPS data if it is not available. A description of TPS is in the TPS section. A
discussion on takeoff performance is in the FAR Performance section.
Thrust Ratings
The CFM56 on the -NG has four thrust ratings for takeoff; 22K, 24K, 26K, and
27K Bump. The LEAP-1B on the -MAX 8 has three thrust rating for takeoff;
TO2, TO1, and TO. Takeoff thrust and V-speeds are specific to the thrust
rating used. These pages are labeled for the applicable thrust rating and
aircraft.
Other than takeoff at Santa Ana, Ca. (SNA) airport, 27K Bump on the -NG is
limited to pre-authorized routes, and only when 27K Bump thrust is needed
to carry the payload.
As 27K Bump thrust will be available for takeoffs in these situations, outside
of these the crew must not select it without dispatch and load agent
concurrence.
For the -NG, use 26K at SNA unless 27K Bump is needed to carry the
payload. 27K takeoffs are not limited at SNA. However, AA policy is to use
26K when payload permits.
For the -MAX 8, takeoffs at SNA will be limited to the TO thrust rating.
Thrust Settings
Maximum Takeoff Thrust settings are provided for each of the thrust ratings
based on BLD ON. N1 adjustments for BLD OFF are shown only for the 26K,
27K Bump, and TO ratings. No BLD OFF adjustments are listed for 22K,
24K, TO2, or TO1 ratings because the next higher rating should be used if
more thrust is required. No thrust setting correction is necessary for Engine
Anti-Ice ON.
Other thrust setting data is located in the following sections:
• Go-Around Thrust – Landing
• Maximum Climb Thrust – Cruise
• Maximum Cruise Thrust – Cruise
• Maximum Continuous Thrust – Emergency / Abnormal
Speeds
There are three sources of takeoff V-speeds:
• TPS
• FMS QRH
• Performance Section tables
TPS V-speeds
V-speeds are shown in the Thrust / V-speed section of the TPS. These
speeds are also uplinked into the FMC TAKEOFF REF page 1.
TPS V-speeds must always be adjusted for contaminated runways and if the
dispatcher manually enters a max weight (D suffix on MTOW). MEL/CDL
items that are corrected by TPAS do not require any further adjustments.
If the TPS speeds are not uploaded or need to be adjusted, it is preferred that
they be entered by selecting the FMS QRH speeds, unless prohibited by the
section “FMS QRH V-speeds may never be used.”
Utilization of FMS QRH V-Speeds
The FMC QRH V-Speeds may only be used after the Load Closeout is
received and data accepted (uplinked or manually input).
The QRH V-speeds may only be used if correct V-speeds did not up-link or
there is a need to change V-speeds.
The conditions that would require the V-speeds to be changed
include:
• Tailwind - Requires Max Thrust at the Planned Thrust Rating, e.g. 22K /
24K / 26K / 27K / TO2 / TO1 / TO. Check airport analysis.
• Takeoff weight exceeds ATOW for a planned Standard Thrust takeoff
- Requires Max Thrust at the Planned Thrust Rating.
• Takeoff weight exceeds PTOW by more than 2000 lbs, for a Planned
Maximum Thrust takeoff - Check the Airport Analysis Data and use Max
Thrust at the Planned Thrust Rating.
• Engine anti-ice used and not corrected for by TPS - Requires Max Thrust
at the Planned Thrust Rating. Request new TPS or check airport
analysis.
• Windshear is reported or expected - Requires 26K Max Thrust (27K at
KSNA or other airports with a planned 27K TPS), or TO. If able, use flaps
5, 10 (-MAX 8 only), or 15 for takeoff.
FMS QRH V-speeds may never be used for:
• Improved Performance (only TPS V-speeds can be used)
• Contaminated Runways (only V-speeds from a CRC/MEL message can
be used), or
• Any MEL/CDL item with V-speed corrections. Only V-speeds corrected
by TPS or manually corrected can be used.
• EECs in Alternate mode.
Use the following procedure to select the FMS QRH V-speeds:

N1 LIMIT Page
• If max thrust is required, DELETE the SEL temperature [1L].
• Select the appropriate thrust rating 22K, 24K, 26K, 27K Bump, TO2,
TO1, or TO.
• Other than KSNA, 27K may only be selected if authorized (do not
request it through the ACARS).
TAKEOFF REF Page 2
• Enter ATC reported wind [1L]
• Verify or enter runway slope [2L] from the TPS Airport Analysis
section.
• Select runway condition [1R]
- DRY - dry runway
- WET - wet runway that is not grooved or PFC
- SK-R (skid resistant) - wet runway that is grooved or PFC
TAKEOFF REF Page 1
• Select QRH ON [6R]
• Select the QRH speeds into the active fields [1R - 3R]
Performance Section V-speed tables

V-speeds (V1, VR, V2) are tabulated for each takeoff flap setting and
minimum maneuvering speeds. V-speed tables may be used for manual
computations or to verify TPS or FMS QRH speeds by entering the table with
the pressure altitude, PTOW and actual temperature (if Max Thrust is
planned) or assumed temperature (if standard thrust is planned).
V-speeds must be adjusted for runway slope, tailwind, contaminated
runways, and if the dispatcher manually enters a max weight (D suffix on
MTOW). V1 must be manually adjusted for headwind if a weight credit is
taken for the headwind.
Minimum V1 (VMCG) is provided to ensure compliance with minimum control
speed requirements. These must be checked when manually computing
V-speeds.
Stall speeds are provided for reference.
Authorized Takeoff Flap Settings

737-NG: 1, 5, 15, or 25
737-MAX 8: 1, 5, 10, 15, or 25
Notes
Flaps 10 is certified for takeoff on the -NG, but not used by American Airlines.
Data for all of the authorized flap settings are not necessarily loaded into TPS
for all thrust ratings. Only data for the needed flap setting are loaded into
TPS.
Short Field Performance (SFP) Package

Aircraft 3LC thru 3PX have a “Short Field Performance (SFP) Package”
installed. The package consists of sealed leading edge slats (on takeoff only
for improved lift) and increased flight spoiler deflection on the ground. This is
noted on the TPS header. Make the listed corrections when manually
computing the V-speeds from this section.
Operations on Contaminated Runways

Contaminated runway conditions may necessitate weight and / or V1
adjustment. A contaminated runway, as referred to in this section, is a
runway contaminated by snow, slush, ice, or standing water.
TPS does not adjust weights or speeds for contaminated runways. Dispatch
may restrict the MTOW on the TPS (D suffix on MTOW), however, V-speeds
must always be adjusted by the flight crew. For runways contaminated by
standing water, slush, snow, or ice, V-speeds from the CRC/MEL message
(message from dispatcher) must be used.
NOTE
For a contaminated runway, FMS QRH or manually computed
corrections by the flight crew are not authorized.
In the Contaminated Runway section is a brief explanation of various runway
conditions which may require performance adjustments, the adjustments
and procedures for applying them, and the assumption used in calculating
the adjustments. The information is provided to assist the Captain in making
a distinction between different runway conditions and deciding when to apply
the adjustments.
SPAR (Systems Performance Adjustments Reference) Matrix

Use the SPAR Matrix to determine takeoff legality for listed procedures and
/ or conditions.
Even though the matrix may authorize the performance condition / procedure
pair, the captain and dispatcher assessment will determine whether or not
the performance condition / procedure pair is acceptable.
Some examples of how this matrix can be used are:
Authorized. If you have engine anti-ice on, can you takeoff with a 6 knot
tailwind? Enter the row “engine anti-ice ON” and move to the column “with a
tailwind?”  is displayed indicating this is an authorized procedure under the
given conditions.
Not Authorized. If you are using windshear precautions, can you takeoff
with Standard Thrust? Enter the row “windshear precautions” and move to
the column “using Standard Thrust?” "NO" is displayed indicating this is not
an authorized combination of condition / procedure
Conditionally Authorized. Some authorizations have conditions. If you
have engine anti-ice on, can you takeoff using standard thrust?  is
displayed. The ballnote states: Provided ANTI-ICE ON message appears
below the TPS Thrust / V-Speed header.
Multiple Conditions / Procedures. When multiple conditions / procedures
are present, all combinations must be authorized and considered acceptable
by the captain. Consult with dispatcher if necessary to gain additional
information.
Example: Can you takeoff with engine anti-ice ON (icing conditions), on a

contaminated runway, and windshear precautions?
Enter the row “engine anti-ice ON” and move to the columns “on a
contaminated runway?”, and “using windshear precautions?”  is displayed
in each box indicating engine anti-ice can be used under the given
conditions.
Enter the row “a contaminated runway” and move to the column “using
windshear precautions?”  is displayed indicating a contaminated runway is
authorized under the given conditions.
In this example, all conditions are authorized. Whether or not it is acceptable
depends on the assessment of the conditions (e.g., a 12,000 ft. runway with
a windshear conditions is very different than a 6000 ft. runway with
windshear conditions).
using 22K, 24K, TO2,

using engine anti-ice
Performance?  
on a wet runway 
on a contaminated
(icing conditions)?
Can you takeoff...
with de/anti-icing
using windshear
with a tail-wind?
precautions? 
with BLD OFF?
using Improved
using Standard
or TO1 Thrust
fluid applied?
SPAR Matrix
runway? 
Thrust? 
If you have....
de/anti-icing fluid applied  j       

engine anti-ice ON
(icing conditions)         
BLD OFF j   NO NO    
    NO NO  NO  
Standard Thrust    NO NO   NO NO NO
22K, 24K, TO2, or TO1
Thrust   NO NO   NO  NO
a wet runway         
a contaminated runway     NO NO NO NO 
a tailwind     NO   NO 
windshear precautions      NO NO   
 Check the list of conditions in “Use of Standard Thrust for takeoff is not
authorized:”
 Provided ANTI-ICE ON message appears below the TPS Thrust /
V-Speed header.
 Check the list of conditions in “Limitations for use of Improved
Performance:”
 Provided the data in the Thrust / V-Speed section of the TPS are based
on a tailwind equal to or greater than the actual tailwind.
 TPS BLD data field will specify OFF.
 Check the list of “Operational Limitations - Contaminated Runway.”

 Check the windshear information in the QRH Maneuvers section.
 Check the list of “Limitations” for a wet runway.”
j Shut down APU prior to takeoff and follow Unpressurized Takeoff
Procedure
-NG 22K
CFM-7B26K Engine (22K Thrust)
Based on:
- BLD ON
- Engine Anti-ice ON or OFF N1 - Percent
OAT Airport Pressure Altitude - Feet

°C -2000 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
-50 78.9 80.9 81.5 82.1 82.8 83.4 83.9 84.5 85.1 85.7 86.0
-45 79.7 81.8 82.4 83.0 83.7 84.3 84.8 85.3 86.0 86.6 86.9
-40 80.6 82.7 83.3 83.9 84.5 85.2 85.7 86.2 86.8 87.4 87.7
-35 81.4 83.5 84.1 84.7 85.4 86.1 86.6 87.1 87.7 88.3 88.6
-30 82.2 84.4 85.0 85.6 86.3 86.9 87.4 88.0 88.6 89.2 89.5
-25 83.0 85.2 85.8 86.4 87.1 87.8 88.3 88.8 89.4 90.0 90.3
-20 83.8 86.0 86.6 87.3 87.9 88.6 89.1 89.7 90.3 90.8 91.1
-15 84.6 86.8 87.5 88.1 88.8 89.4 90.0 90.5 91.1 91.7 92.0
-10 85.4 87.6 88.3 88.9 89.6 90.3 90.8 91.3 91.9 92.5 92.8
-5 86.2 88.4 89.1 89.7 90.4 91.1 91.6 92.1 92.7 93.3 93.6
0 87.0 89.2 89.9 90.5 91.2 91.9 92.4 92.9 93.5 94.1 94.4
5 87.8 90.0 90.7 91.3 92.0 92.7 93.2 93.7 94.3 94.9 95.2
10 88.5 90.8 91.4 92.1 92.8 93.5 94.0 94.5 95.1 95.7 96.0
15 89.3 91.6 92.2 92.8 93.6 94.3 94.8 95.3 95.9 96.1 96.0
20 90.0 92.3 93.0 93.6 94.3 95.0 95.6 95.6 95.3 94.9 94.9
25 90.8 93.1 93.7 94.4 94.8 94.9 94.8 94.8 94.4 94.0 94.0
30 91.5 93.8 93.9 94.0 94.0 94.1 94.0 93.9 93.7 93.4 93.4
35 91.9 93 93.1 93.2 93.2 93.3 93.3 93.2 92.9 92.5 92.5
40 91.1 92.1 92.2 92.3 92.4 92.5 92.4 92.4 92.1 91.5 91.7
45 90.2 91.2 91.3 91.4 91.5 91.7 91.6 91.3 90.6
50 89.3 90.4 90.5 90.6 90.5 90.4 90.1
55 88.4 89.5 89.3 89.2 89.0
-NG 22K
V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
7001 - 8400 -54 to 15 16 to 21
6001 - 7000 -54 to 20 21 to 25
5001 - 6000 -54 to 24 25 to 30
4001 - 5000 -54 to 28 29 to 34
3001 - 4000 -54 to 27 28 to 32 33 to 38
2001 - 3000 -54 to 31 32 to 36 37 to 43
1001 - 2000 -54 to 34 35 to 39 40 to 47
1 - 1000 -54 to 33 34 to 37 38 to 43 44 to 50
-2000 - S.L. -54 to 36 37 to 41 42 to 47 48 to 55
Wt - 1000 lbs V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2
100 117 117 130 118 118 129 119 119 129 120 120 129
110 124 124 135 125 125 134 126 126 134 127 127 134
120 130 131 140 131 132 139 132 132 139 133 133 139
Flaps 130 137 137 145 138 138 144 139 139 144 140 140 144
140 143 143 150 144 144 149 145 145 149 146 146 149
1 150 148 149 154 149 150 153 150 150 153 151 151 153
160 154 154 158 155 155 157 156 156 157 157 157 157
170 159 160 163 160 161 162 161 161 162 162 162 162
180 164 164 167 165 165 166 166 166 166 167 167 167
100 113 113 125 114 114 124 115 115 124 116 116 124
110 119 119 130 120 120 129 121 121 129 122 122 129
120 125 126 135 126 127 134 127 127 134 128 128 134
Flaps 130 131 132 140 132 133 139 133 133 139 134 134 139
140 137 138 144 138 139 143 139 139 143 140 140 143
5 150 142 143 148 143 144 147 144 144 147 145 145 147
160 148 148 152 149 149 151 150 150 151 151 151 151
170 153 153 157 154 154 156 155 155 156 156 156 156
180 158 158 161 159 159 160 160 160 160 161 161 161
100 109 109 121 110 110 120 111 111 120 112 112 120
110 116 116 126 117 117 125 118 118 125 119 119 125
120 122 122 131 123 123 130 124 124 130 125 125 130
Flaps 130 127 128 135 128 129 134 129 129 134 130 130 134
140 133 133 140 134 134 139 135 135 139 136 136 139
15 150 138 138 144 139 139 143 140 140 143 141 141 143
160 143 143 148 144 144 147 145 145 147 146 146 147
170 148 148 152 149 149 151 150 150 151 151 151 151
180 153 153 156 154 154 155 155 155 155 156 156 156
Make any applicable corrections shown on page 20.4
-NG 22K
V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
7001 - 8400 22 to 27 28 to 33 34 to 41 42 to 60
6001 - 7000 26 to 31 32 to 39 40 to 46 47 to 60
5001 - 6000 31 to 36 37 to 44 45 to 53 54 to 60
4001 - 5000 35 to 41 42 to 49 50 to 55 56 to 64
3001 - 4000 39 to 45 46 to 55 56 to 64
2001 - 3000 44 to 49 50 to 57 58 to 70
1001 - 2000 48 to 53 54 to 70
1 - 1000 51 to 57 58 to 70
-2000 - S.L. 56 to 63 64 to 70
100 121 121 128 122 122 128 123 123 127 124 124 126
110 128 128 133 129 129 133 130 130 132 131 131 131
120 134 134 138 135 135 138 136 136 137 137 137 138
Flaps 130 141 141 143 142 142 143 143 143 143 144 144 144
140 147 147 148 148 148 148 149 149 149 150 150 150
1 150 152 152 152 153 153 153 154 154 154 155 155 155
160 158 158 158 159 159 159 160 160 160 161 161 161
170 163 163 163 164 164 164 165 165 165 166 166 166
180 168 168 168 169 169 169 170 170 170 171 171 171
100 117 117 123 118 118 123 119 119 122 120 120 121
110 123 123 128 124 124 128 125 125 127 126 126 126
120 129 129 133 130 130 133 131 131 132 132 132 133
Flaps 130 135 135 138 136 136 138 137 137 138 138 138 139
140 141 141 143 142 142 143 143 143 144 144 144 145
5 150 146 146 146 147 147 147 148 148 149 149 149 150
160 152 152 152 153 153 153 154 154 154 155 155 155
170 157 157 157 158 158 158 159 159 159 160 160 160
180 162 162 162 163 163 163 164 164 164 165 165 165
100 113 113 119 114 114 119 115 115 118 116 116 117
110 120 120 124 121 121 124 122 122 123 123 123 123
120 126 126 129 127 127 129 128 128 128 129 129 129
Flaps 130 131 131 133 132 132 133 133 133 134 134 134 135
140 137 137 138 138 138 138 139 139 139 140 140 140
15 150 142 142 142 143 143 143 144 144 144 145 145 145
160 147 147 147 148 148 148 149 149 149 150 150 150
170 152 152 152 153 153 153 154 154 154 155 155 155
180 157 157 157 158 158 158 159 159 159 160 160 160
-NG 22K
V-Speed Corrections
V1 Reduction for Wet Runway
V1 Reduction - Knots
Grooved or PFC Surface
Non Skid-Resistant Surface
(Skid-Resistant Surface, SK-R)
Flaps 1 Flaps 5 Flaps 15 Flaps 25 Flaps 1 Flaps 5 Flaps 15 Flaps 25
8 9 8 7 5 5 5 4
V1 Correction for Slope & Wind

Up Slope No Correction
Slope
Down Slope Subtract 1 knot from V1 for each percent of downslope
Head Wind No Correction
Wind
Tail Wind Subtract 1 knot from V1 for each 10 knots of tailwind
V1, VR, & V2 Correction for Short Field Performance (SFP)

Flap V1 VR V2
1 -1 0 -1
5 -2 -1 -2
15 -3 -2 -3
VMCG (Minimum V1) – KIAS

°C -2000 S.L. 2000 4000 6000 8000 8400
-50 98 98 96 94 91 89 88
0 97 97 95 93 90 87 86
10 97 96 94 93 90 86 86
20 97 96 94 93 90 86 85
30 96 96 93 89 86 82 81
40 94 91 88 85 82 79 79
50 89 87 84 83 81 79 79
NOTE
If V1 is reduced for a wet runway, compare corrected V1 to VMCG,
regardless of the shaded area on the V-Speeds table.
-NG 24K
CFM56-7B26K Engine (24K Thrust)
Based on:
- BLD ON

°C -2000 S. L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
-50 81.0 83.0 83.5 84.0 84.6 85.3 86.0 86.7 87.5 88.4 88.8
-45 81.8 83.9 84.4 84.9 85.5 86.2 86.9 87.6 88.4 89.3 89.7
-40 82.7 84.8 85.3 85.8 86.4 87.0 87.8 88.5 89.3 90.1 90.5
-35 83.5 85.6 86.2 86.6 87.3 87.9 88.6 89.3 90.1 91.0 91.4
-30 84.4 86.5 87.0 87.5 88.1 88.8 89.5 90.2 91.0 91.8 92.2
-25 85.2 87.3 87.9 88.4 89.0 89.6 90.3 91.0 91.8 92.6 93.0
-20 86.0 88.2 88.7 89.2 89.8 90.5 91.2 91.9 92.6 93.5 93.9
-15 86.8 89.0 89.5 90.0 90.6 91.3 92.0 92.7 93.5 94.3 94.7
-10 87.6 89.8 90.4 90.9 91.5 92.1 92.8 93.5 94.3 95.1 95.5
-5 88.4 90.6 91.2 91.7 92.3 92.9 93.6 94.3 95.1 95.9 96.3
0 89.2 91.4 92.0 92.5 93.1 93.7 94.4 95.1 95.9 96.7 97.1
5 90.0 92.2 92.8 93.3 93.9 94.5 95.2 95.9 96.7 97.4 97.8
10 90.8 93.0 93.6 94.1 94.7 95.3 96.0 96.7 97.5 98.2 98.6
15 91.6 93.8 94.3 94.9 95.5 96.1 96.8 97.5 98.2 98.6 98.6
20 92.3 94.6 95.1 95.7 96.3 96.9 97.6 97.5 97.5 97.4 97.4
25 93.1 95.4 95.9 96.4 96.7 96.7 96.6 96.6 96.5 96.4 96.4
30 93.8 96.1 96.0 96.0 96.0 95.9 95.8 95.8 95.7 95.7 95.7
35 94.2 95.2 95.2 95.2 95.1 95.1 95.0 95.0 94.9 94.8 94.8
40 93.4 94.4 94.4 94.4 94.3 94.3 94.2 94.2 94.1 93.9 94.1
45 92.6 93.6 93.6 93.6 93.6 93.5 93.4 93.1 92.8
50 91.8 92.8 92.8 92.8 92.5 92.2 91.9
55 90.9 91.9 91.7 91.3 91.0
-NG 24K
V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
7001 - 8400 -54 to 18 19 to 23
6001 - 7000 -54 to 22 23 to 28
5001 - 6000 -54 to 21 22 to 26 27 to 31
4001 - 5000 -54 to 24 25 to 29 30 to 35
3001 - 4000 -54 to 27 28 to 33 34 to 39
2001 - 3000 -54 to 27 28 to 32 33 to 37 38 to 42
1001 - 2000 -54 to 31 32 to 36 37 to 41 42 to 46
1 - 1000 -54 to 34 35 to 40 41 to 45 46 to 50
-2000 - S.L. -54 to 33 34 to 39 40 to 44 45 to 49 50 to 55
Wt - 1000 lbs V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2
100 116 116 130 117 117 129 118 118 129 119 119 128 120 120 128
110 123 123 136 124 124 135 125 125 135 126 126 134 127 127 134
120 129 130 141 130 131 140 131 132 140 132 132 139 133 133 139
Flaps 130 135 136 145 136 137 144 137 138 144 138 138 143 139 139 143
140 141 143 150 142 144 149 143 145 149 144 145 148 145 146 148
1 150 147 148 155 148 149 154 149 150 154 150 150 153 151 151 153
160 152 153 159 153 154 158 154 155 158 155 155 157 156 156 157
170 157 159 163 158 160 162 159 161 162 160 161 162 161 162 163
180 162 164 167 163 165 166 164 166 166 165 166 167 166 167 168
100 112 112 126 113 113 125 114 114 125 115 115 124 116 116 124
110 118 119 131 119 120 130 120 121 130 121 121 129 122 122 129
120 124 125 136 125 126 135 126 127 135 127 127 134 128 128 134
Flaps 130 130 131 140 131 132 139 132 133 139 133 133 138 134 134 138
140 135 137 145 136 138 144 137 139 144 138 139 143 139 140 143
5 150 141 142 149 142 143 148 143 144 148 144 144 147 145 145 147
160 146 147 153 147 148 152 148 149 152 149 149 151 150 150 151
170 151 152 157 152 153 156 153 154 156 154 154 155 155 155 156
180 156 157 161 157 158 160 158 159 160 159 159 160 160 160 161
100 108 108 122 109 109 121 110 110 121 111 111 120 112 112 120
110 115 115 127 116 116 126 117 117 126 118 118 125 119 119 125
120 120 121 131 121 122 130 122 123 130 123 123 129 124 124 129
Flaps 130 126 127 136 127 128 135 128 129 135 129 129 134 130 130 134
140 131 132 140 132 133 139 133 134 139 134 134 138 135 135 138
15 150 137 138 144 138 139 143 139 140 143 140 140 142 141 141 142
160 142 143 148 143 144 147 144 145 147 145 145 146 146 146 147
170 147 147 152 148 148 151 149 149 151 150 150 150 151 151 151
180 152 152 156 153 153 155 154 154 155 155 155 155 156 156 156
-NG 24K
V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
7001 - 8400 24 to 30 31 to 36 37 to 40 41 to 60
6001 - 7000 29 to 33 34 to 37 38 to 45 46 to 60
5001 - 6000 32 to 35 36 to 43 44 to 50 51 to 60
4001 - 5000 36 to 40 41 to 47 48 to 55 56 to 64
3001 - 4000 40 to 44 45 to 51 52 to 59 60 to 64
2001 - 3000 43 to 49 50 to 56 57 to 70
1001 - 2000 47 to 54 55 to 61 62 to 70
1 - 1000 51 to 58 59 to 70
-2000 - S.L. 56 to 64 65 to 70
Wt - 1000 Lbs V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2
100 121 121 128 122 122 128 123 123 127 124 124 127
110 128 128 134 129 129 134 130 130 133 131 131 133
120 134 134 139 135 135 139 136 136 138 137 137 138
Flaps 130 140 140 143 141 141 143 142 142 142 143 143 143
140 146 146 148 147 147 148 148 148 149 149 149 149
1 150 152 152 153 153 153 153 154 154 154 155 155 155
160 157 157 157 158 158 158 159 159 159 160 160 160
170 162 162 163 163 163 164 164 164 165 165 165 165
180 167 167 168 168 168 169 169 169 170 170 170 170
100 117 117 124 118 118 124 119 119 123 120 120 123
110 123 123 129 124 124 129 125 125 128 126 126 128
120 129 129 134 130 130 134 131 131 133 132 132 133
Flaps 130 135 135 138 136 136 138 137 137 137 138 138 138
140 140 140 143 141 141 143 142 142 143 143 143 143
5 150 146 146 147 147 147 147 148 148 148 149 149 149
160 151 151 151 152 152 152 153 153 153 154 154 154
170 156 156 156 157 157 157 158 158 158 159 159 159
180 161 161 161 162 162 162 163 163 163 164 164 164
100 113 113 120 114 114 120 115 115 119 116 116 119
110 120 120 125 121 121 125 122 122 124 123 123 124
120 125 125 129 126 126 129 127 127 128 128 128 128
Flaps 130 131 131 134 132 132 134 133 133 133 134 134 134
140 136 136 138 137 137 138 138 138 138 139 139 139
15 150 142 142 142 143 143 143 144 144 144 145 145 145
160 147 147 147 148 148 148 149 149 149 150 150 150
170 152 152 152 153 153 153 154 154 154 155 155 155
180 157 157 157 158 158 158 159 159 159 160 160 160
-NG 24K
V-Speed Corrections
8 9 8 7 5 5 5 4

Up Slope Add 1 knot to V1 for each percent of upslope
Slope
Head Wind Add 1 knot to V1 for each 20 knots of headwind
Wind

Flap V1 VR V2
1 -1 -1 -1
5 -1 -1 -2
15 -2 -2 -3

°C -2000 S.L. 2000 4000 6000 8000 8400
-50 101 101 98 96 94 91 90
0 100 100 97 95 93 89 88
10 100 99 97 95 92 88 88
20 100 99 97 95 92 88 87
30 100 99 95 92 88 85 84
40 97 95 91 88 84 81 81
50 92 90 87 85 83 81 81
NOTE
-NG 26K
CFM56-7B26K Engines (26K Thrust)
Based on:
- BLD ON

°C -2000 S. L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
-50 84.4 87.3 87.9 88.6 89.0 89.4 89.9 90.3 90.6 91.0 91.2
-45 85.3 88.2 88.8 89.5 89.9 90.3 90.7 91.1 91.5 91.9 92.1
-40 86.1 89.0 89.7 90.3 90.7 91.1 91.5 91.9 92.3 92.7 92.9
-35 87.0 89.9 90.5 91.2 91.6 91.9 92.4 92.8 93.1 93.5 93.7
-30 87.9 90.7 91.4 92.0 92.4 92.8 93.2 93.6 94.0 94.3 94.5
-25 88.7 91.6 92.2 92.9 93.2 93.6 94.0 94.4 94.8 95.2 95.4
-20 89.6 92.4 93.0 93.7 94.0 94.4 94.8 95.2 95.6 95.9 96.1
-15 90.4 93.2 93.9 94.5 94.8 95.2 95.6 95.9 96.3 96.7 96.9
-10 91.2 94.0 94.7 95.3 95.6 96.0 96.3 96.7 97.1 97.5 97.7
-5 92.0 94.8 95.5 96.1 96.4 96.7 97.1 97.5 97.9 98.3 98.5
0 92.9 95.6 96.3 96.9 97.2 97.5 97.9 98.2 98.6 99.0 99.2
5 93.7 96.4 97.0 97.6 98.0 98.3 98.6 99.0 99.4 99.8 100.0
10 94.5 97.2 97.8 98.4 98.7 99.0 99.4 99.7 100.1 100.5 100.7
15 95.2 98.0 98.6 99.2 99.5 99.8 100.1 100.5 100.9 101.1 101.1
20 96.0 98.8 99.3 99.9 100.2 100.5 100.8 100.8 100.9 100.8 100.8
25 96.8 99.5 100.1 100.7 100.8 100.7 100.7 100.7 100.7 100.6 100.6
30 97.6 100.3 100.3 100.4 100.4 100.5 100.5 100.4 100.3 100.0 100.0
35 98.0 99.4 99.5 99.6 99.7 99.8 99.9 99.8 99.5 99.2 99.2
40 97.4 98.6 98.7 98.8 98.9 99.0 99.2 99.1 98.8 98.3 98.5
45 96.8 97.8 98.0 98.1 98.3 98.4 98.4 98.0 97.4
50 96.0 97.1 97.3 97.4 97.3 97.2 97.0
55 95.3 96.4 96.3 96.1 95.9
Bleed Corrections:
Engine Bleed Airport Pressure Altitude - Feet
Configuration -2000 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
BLD OFF 0.7 0.7 0.7 0.7 0.7 0.8 0.8 0.8 0.9 0.9 0.9
-NG 26K
V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
7001 - 8400 -54 to 23
6001 - 7000 -54 to 20 21 to 29
5001 - 6000 -54 to 28 29 to 35
4001 - 5000 -54 to 27 28 to 34 35 to 40
3001 - 4000 -54 to 26 27 to 33 34 to 39 40 to 44
2001 - 3000 -54 to 31 32 to 37 38 to 43 44 to 48
1001 - 2000 -54 to 31 32 to 36 37 to 41 42 to 47 48 to 52
1 - 1000 -54 to 34 35 to 40 41 to 45 46 to 50 51 to 56
-2000 - S.L. -54 to 39 40 to 44 45 to 49 50 to 55 56 to 61
100 114 115 131 115 116 130 116 117 130 117 117 129 118 118 129
110 121 122 137 122 123 136 123 124 136 124 124 135 125 125 135
120 127 128 142 128 129 141 129 130 141 130 130 140 131 131 140
Flaps 130 133 135 146 134 136 145 135 137 145 136 137 144 137 138 144
140 139 141 151 140 142 150 141 143 150 142 143 149 143 144 149
1 150 144 147 156 145 148 155 146 149 155 147 149 154 148 150 154
160 150 152 160 151 153 159 152 154 159 153 154 158 154 155 158
170 154 157 164 155 158 163 156 159 163 157 159 162 158 160 162
180 159 162 167 160 163 166 161 164 166 162 164 165 163 165 165
100 109 110 127 110 111 126 111 112 126 112 112 125 113 113 125
110 117 117 132 118 118 131 119 119 131 120 120 130 121 121 130
120 122 124 136 123 125 135 124 126 135 125 126 134 126 127 134
Flaps 130 128 130 141 129 131 140 130 132 140 131 132 139 132 133 139
140 133 136 146 134 137 145 135 138 145 136 138 144 137 139 144
5 150 139 141 150 140 142 149 141 143 149 142 143 148 143 144 148
160 144 146 154 145 147 153 146 148 153 147 148 152 148 149 152
170 149 151 158 150 152 157 151 153 157 152 153 156 153 154 156
180 153 156 161 154 157 160 155 158 160 156 158 159 157 159 159
100 107 107 123 108 108 122 109 109 122 110 110 121 111 111 121
110 113 113 128 114 114 127 115 115 127 116 116 126 117 117 126
120 118 119 132 119 120 131 120 121 131 121 121 130 122 122 130
Flaps 130 124 125 137 125 126 136 126 127 136 127 127 135 128 128 135
140 129 131 141 130 132 140 131 133 140 132 133 139 133 134 139
15 150 135 136 145 136 137 144 137 138 144 138 138 143 139 139 143
160 140 141 149 141 142 148 142 143 148 143 143 147 144 144 147
170 145 146 153 146 147 152 147 148 152 148 148 151 149 149 151
180 149 150 156 150 151 155 151 152 155 152 152 154 153 153 154
100 104 105 121 105 106 120 106 107 120
110 110 111 126 111 112 125 112 113 125
120 116 117 130 117 118 129 118 119 129
Flaps 130 122 123 135 123 124 134 124 125 134
140 127 128 139 128 129 138 129 130 138
25 150 132 134 143 133 135 142 134 136 142
160 137 138 147 138 139 146 139 140 146
170 142 143 150 143 144 149 144 145 149
180 147 149 154 148 150 153 149 151 153
V1 speeds that fall in the shaded area must be compared to VMCG on page
40.4.
-NG 26K
V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
7001 - 8400 24 to 29 30 to 35 36 to 41 42 to 60
6001 - 7000 30 to 35 36 to 40 41 to 47 48 to 60
5001 - 6000 36 to 40 41 to 47 48 to 52 53 to 64
4001 - 5000 41 to 45 46 to 50 51 to 57 58 to 64
3001 - 4000 45 to 49 50 to 54 55 to 61 62 to 70
2001 - 3000 49 to 53 54 to 59 60 to 67 68 to 70
1001 - 2000 53 to 57 58 to 63 64 to 70
1 - 1000 57 to 61 62 to 70
-2000 - S.L. 62 to 67 68 to 70
Wt - 1000 Lbs V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2
100 119 119 129 120 120 129 121 121 129 122 122 129
110 126 126 135 127 127 135 128 128 135 129 129 135
120 132 132 140 133 133 140 134 134 140 135 135 140
Flaps 130 138 138 144 139 139 144 140 140 144 141 141 144
140 144 144 149 145 145 149 146 146 149 147 147 149
1 150 149 150 154 150 151 154 151 152 154 152 153 154
160 155 155 158 156 156 158 157 157 158 158 158 158
170 159 160 162 160 161 162 161 162 163 162 163 163
180 164 165 166 165 166 167 166 167 168 167 168 168
100 114 114 125 115 115 125 116 116 125 117 117 125
110 122 122 130 123 123 130 124 124 130 125 125 130
120 127 127 134 128 128 134 129 129 134 130 130 134
Flaps 130 133 133 139 134 134 139 135 135 139 136 136 139
140 138 139 144 139 140 144 140 141 144 141 142 144
5 150 144 144 148 145 145 148 146 146 148 147 147 148
160 149 149 152 150 150 152 151 151 152 152 152 152
170 154 154 156 155 155 156 156 156 157 157 157 157
180 158 159 160 159 160 161 160 161 162 161 162 162
100 112 112 121 113 113 121 114 114 121 115 115 121
110 118 118 126 119 119 126 120 120 126 121 121 126
120 123 123 130 124 124 130 125 125 130 126 126 130
Flaps 130 129 129 135 130 130 135 131 131 135 132 132 135
140 134 134 139 135 135 139 136 136 139 137 137 139
15 150 140 140 143 141 141 143 142 142 143 143 143 143
160 145 145 147 146 146 147 147 147 147 148 148 148
170 150 150 151 151 151 151 152 152 152 153 153 153
180 154 154 154 155 155 155 156 156 156 157 157 157
-NG 26K
V-Speed Corrections
8 9 8 7 5 5 5 4
Slope
Wind
Tail Wind Subtract 1 knot From V1 for each 10 knots of tailwind
Flap V1 VR V2
1 0 0 -1
5 -1 -1 -2
15 -2 -2 -3
25 -2 -2 -3

°C -2000 S.L. 2000 4000 6000 8000 8400
-50 106 105 102 99 95 92 91
0 105 104 101 98 94 91 90
10 104 104 101 98 94 90 90
20 104 104 101 98 94 90 89
30 104 103 100 96 92 88 87
40 101 99 96 93 89 86 85
50 97 95 92 90 88 86 85
V1 speeds that fall in the shaded area on the V-speeds table must be
compared to VMCG. Use the following steps:
1. Make any applicable corrections shown above.
2. Compare calculated V1 with VMCG (Minimum V1). Use the faster as V1.
3. If V1 was increased to VMCG in Step 1., and VR is now slower than V1,
increase VR to new V1.
4. If VR was increased in Step 2., increase V2 by the same amount that VR
was increased.
NOTE
-NG Takeoff Data 27K Bump Thrust
-NG 27K Bump

CFM56-7B26K Engines (27K Bump)
Based on:
- BLD ON

°C -2000 0 1000 2000 3000 4000 5000 6000 7000 8000 8400
-50 86.2 90.3 90.6 90.8 91.1 91.3 91.5 91.8 92.0 92.3 92.4
-45 87.1 91.1 91.4 91.7 91.9 92.1 92.4 92.6 92.9 93.1 93.2
-40 88.0 91.9 92.3 92.5 92.7 93.0 93.2 93.5 93.7 94.0 94.1
-35 88.8 92.8 93.1 93.3 93.6 93.8 94.0 94.3 94.6 94.8 94.9
-30 89.7 93.6 93.9 94.1 94.4 94.6 94.9 95.1 95.4 95.6 95.7
-25 90.5 94.4 94.7 94.9 95.2 95.4 95.7 95.9 96.2 96.5 96.6
-20 91.4 95.2 95.5 95.7 96.0 96.2 96.5 96.7 97.0 97.3 97.4
-15 92.2 95.9 96.3 96.5 96.8 97.0 97.3 97.5 97.8 98.1 98.2
-10 93.0 96.7 97.0 97.3 97.5 97.8 98.0 98.3 98.6 98.8 98.9
-5 93.8 97.5 97.8 98.1 98.3 98.6 98.8 99.1 99.4 99.6 99.7
0 94.6 98.2 98.6 98.8 99.1 99.3 99.6 99.8 100.1 100.4 100.5
5 95.4 99.0 99.3 99.6 99.8 100.1 100.3 100.6 100.9 101.2 101.3
10 96.2 99.7 100.1 100.3 100.6 100.8 101.1 101.4 101.6 101.9 102.0
15 97.0 100.5 100.8 101.1 101.3 101.6 101.8 102.1 102.4 102.5 102.5
20 97.8 101.2 101.5 101.8 102.0 102.3 102.6 102.6 102.6 102.5 102.5
25 98.5 101.9 102.2 102.5 102.6 102.6 102.6 102.5 102.5 102.4 102.4
30 99.3 102.6 102.3 102.3 102.2 102.3 102.4 102.1 101.8 101.4 101.2
35 99.7 101.2 101.4 101.3 101.4 101.5 101.5 101.2 100.7 100.2 100.0
40 99.0 100.2 100.4 100.3 100.4 100.5 100.5 100.3 99.9 99.0 98.6
45 98.3 99.4 99.6 99.6 99.6 99.6 99.5 99.4 99.1 97.8 97.3
50 97.6 98.7 98.6 98.3 98.8 98.7 98.5 98.5 98.3 96.6 95.9
Bleed Corrections
Engine Bleed Airport Pressure Altitude - Feet

Configuration -2000 0 1000 2000 3000 4000 5000 6000 7000 8000 8400
BLD OFF 0.7 0.8 0.8 0.8 0.8 0.9 0.9 0.9 0.9 0.9 0.9
-NG 27K Bump

V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
6001 - 7000 -54 to 28
5001 - 6000 -54 to 27 28 to 33
4001 - 5000 -54 to 32 33 to 37
3001 - 4000 -54 to 30 31 to 36 37 to 41
2001 - 3000 -54 to 29 30 to 35 36 to 40 41 to 45
1001 - 2000 -54 to 34 35 to 39 40 to 44 45 to 48
1 - 1000 -54 to 33 34 to 37 38 to 42 43 to 47 48 to 51
-2000 - 0 -54 to 36 37 to 41 42 to 46 47 to 51 52 to 55
Wt - 1000lbs V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2
100 113 114 132 114 115 131 115 116 131 116 117 130 117 118 130
110 120 121 137 121 122 136 122 123 136 123 124 135 124 125 135
120 126 128 143 127 129 142 128 130 142 129 131 141 130 132 141
Flaps 130 132 134 147 133 135 146 134 136 146 135 137 145 136 138 145
140 138 140 152 139 141 151 140 142 151 141 143 150 142 144 150
1 150 144 146 156 145 147 155 146 148 155 147 149 154 148 150 154
160 149 151 160 150 152 159 151 153 159 152 154 158 153 155 158
170 154 156 164 155 157 163 156 158 163 157 159 162 158 160 162
180 158 161 168 159 162 167 160 163 167 161 164 166 162 165 166
100 109 110 127 110 111 126 111 112 126 112 113 125 113 114 125
110 115 116 132 116 117 131 117 118 131 118 119 130 119 120 130
120 121 123 137 122 124 136 123 125 136 124 126 135 125 127 135
Flaps 130 127 129 142 128 130 141 129 131 141 130 132 140 131 133 140
140 133 135 146 134 136 145 135 137 145 136 138 144 137 139 144
5 150 138 140 151 139 141 150 140 142 150 141 143 149 142 144 149
160 143 145 154 144 146 153 145 147 153 146 148 152 147 149 152
170 148 150 158 149 151 157 150 152 157 151 153 156 152 154 156
180 152 155 162 153 156 161 154 157 161 155 158 160 156 159 160
100 105 106 123 106 107 122 107 108 122 108 109 121 109 110 121
110 111 112 128 112 113 127 113 114 127 114 115 126 115 116 126
120 117 119 133 118 120 132 119 121 132 120 122 131 121 123 131
Flaps 130 123 125 138 124 126 137 125 127 137 126 128 136 127 129 136
140 129 130 142 130 131 141 131 132 141 132 133 140 133 134 140
15 150 134 136 146 135 137 145 136 138 145 137 139 144 138 140 144
160 139 141 150 140 142 149 141 143 149 142 144 148 143 145 148
170 144 145 153 145 146 152 146 147 152 147 148 151 148 149 151
180 148 150 157 149 151 156 150 152 156 151 153 155 152 154 155
100 103 104 121 104 105 120 105 106 120 106 107 119 107 108 119
110 109 110 126 110 111 125 111 112 125 112 113 124 113 114 124
120 115 116 131 116 117 130 117 118 130 118 119 129 119 120 129
Flaps 130 121 122 135 122 123 134 123 124 134 124 125 133 125 126 133
140 126 128 140 127 129 139 128 130 139 129 131 138 130 132 138
25 150 131 133 143 132 134 142 133 135 142 134 136 141 135 137 141
160 136 138 147 137 139 146 138 140 146 139 141 145 140 142 145
170 141 142 151 142 143 150 143 144 150 144 145 149 145 146 149
180 146 147 154 147 148 153 148 149 153 149 150 152 150 151 152
Make any applicable corrections shown on page 50.4.
50.4.
-NG 27K Bump

V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
7001 - 8400 -50 to 28 29 to 33 34 to 37 38 to 42
6001 - 7000 29 to 33 34 to 38 39 to 42 43 to 46
5001 - 6000 34 to 38 39 to 42 43 to 46 47 to 49
4001 - 5000 38 to 42 43 to 46 47 to 50 51 to 53
3001 - 4000 42 to 46 47 to 49 50 to 52 53 to 55
2001 - 3000 46 to 48 49 to 52 53 to 55
1001 - 2000 49 to 52 53 to 55
1 - 1000 52 to 55
Wt - 1000lbs V1 VR V2 V1 VR V2 V1 VR V2 V1 VR V2
100 118 118 130 119 119 129 120 120 129 121 121 129
110 125 125 135 126 126 134 127 127 134 128 128 134
120 131 132 141 132 133 140 133 134 140 134 135 140
Flaps 130 137 138 145 138 139 144 139 140 144 140 141 144
140 143 144 150 144 145 149 145 146 149 146 147 149
1 150 149 150 154 150 151 153 151 152 153 152 153 153
160 154 155 158 155 156 157 156 157 157 157 158 157
170 159 160 162 160 161 161 161 162 161 162 163 161
180 163 165 166 164 166 165 165 167 165 166 168 165
100 114 114 125 115 115 124 116 116 124 117 117 124
110 120 120 130 121 121 129 122 122 129 123 123 129
120 126 127 135 127 128 134 128 129 134 129 130 134
Flaps 130 132 133 140 133 134 139 134 135 139 135 136 139
140 138 139 144 139 140 143 140 141 143 141 142 143
5 150 143 144 149 144 145 148 145 146 148 146 147 148
160 148 149 152 149 150 151 150 151 151 151 152 151
170 153 154 156 154 155 155 155 156 155 156 157 155
180 157 159 160 158 160 159 159 161 159 160 162 159
100 110 110 121 111 111 120 112 112 120 113 113 120
110 116 116 126 117 117 125 118 118 125 119 119 125
120 122 123 131 123 124 130 124 125 130 125 126 130
Flaps 130 128 129 136 129 130 135 130 131 135 131 132 135
140 134 134 140 135 135 139 136 136 139 137 137 139
15 150 139 140 144 140 141 143 141 142 143 142 143 143
160 144 145 148 145 146 147 146 147 147 147 148 147
170 149 149 151 150 150 150 151 151 150 152 152 150
180 153 154 155 154 155 154 155 156 154 156 157 154
100 108 108 119 109 109 118 110 110 118 111 111 118
110 114 114 124 115 115 123 116 116 123 117 117 123
120 120 120 129 121 121 128 122 122 128 123 123 128
Flaps 130 126 126 133 127 127 132 128 128 132 129 129 132
140 131 132 138 132 133 137 133 134 137 134 135 137
25 150 136 137 141 137 138 140 138 139 140 139 140 140
160 141 142 145 142 143 144 143 144 144 144 145 144
170 146 146 149 147 147 148 148 148 148 149 149 148
180 151 151 152 152 152 151 153 153 151 154 154 151
Make any applicable corrections shown on page 50.4.
50.4.
-NG 27K Bump

V-Speed Corrections
8 9 8 7 5 5 5 4
Up Slope Add 1 knot for each 1% uphill slope
Slope
Down Slope Subtract 1 knot for each 1% downhill slope
Wind

Flap V1 VR V2
1 0 -1 -1
5 -1 -1 -1
15 -2 -3 -3
25 -2 -2 -3

°C -2000 S.L. 2000 4000 6000 8000 8400
-50 108 107 104 100 97 93 92
0 107 106 103 99 96 92 91
10 106 106 102 99 95 91 90
20 106 106 102 99 95 91 90
30 106 105 101 97 94 89 88
40 103 101 98 94 90 86 85
50 99 97 93 91 89 86 85
Note: Based on Bleeds Off condition at 100,000 lb. gross weight.
was increased.
NOTE
-NG Minimum Maneuver & Stall Speeds
-NG Minimum Maneuvering Speeds

Knots - IAS
Gross Flaps
Weight UP 1 5 10 15 25
1000 Lbs VREF+70 VREF+50 VREF+30 VREF+20 VREF+20 VREF+10
90 179 159 139 129 129 119
100 186 166 146 136 136 126
110 192 172 152 142 142 132
120 198 178 158 148 148 138
130 203 183 163 153 153 143
140 209 189 169 159 159 149
150 214 194 174 164 164 154
160 218 198 178 168 168 158
170 223 203 183 173 173 163
NOTE
VREF for Flaps 40 deg.
-NG 1G Stall Speeds

Knots - IAS
Gross Landing Gear Configuration / Flaps
Weight Landing Gear Retracted Landing Gear Extended
1000
Lbs 0 1 5 10 15 25 15 30 40
90 126 101 98 94 92 91 93 90 88
95 129 103 101 96 95 94 96 93 91
100 133 106 103 99 97 96 98 95 93
105 136 109 106 101 100 98 101 97 95
110 139 111 108 104 102 101 103 100 98
115 142 114 111 106 104 103 106 102 100
120 145 116 113 108 106 105 108 104 102
125 148 118 116 110 109 107 110 106 104
130 151 121 118 113 111 110 112 108 106
135 154 123 120 115 113 112 114 110 108
140 157 125 122 117 115 114 117 112 110
145 160 128 125 119 117 116 119 114 112
150 163 130 127 121 119 118 121 116 114
155 165 132 129 123 121 119 123 118 116
160 168 134 131 125 123 121 125 120 118
165 170 136 133 127 124 123 126 122 119
170 173 138 135 129 126 125 128 123 121
175 176 140 137 131 128 127 130 125 123
NOTE
Valid 10,000 Feet and Below
-MAX 8 TO2
LEAP-1B28 Engine TO2 Thrust (20% DERATE)
Based on:
- BLD ON

°C -1000 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
-40 74.6 75.7 76.1 76.7 77.1 77.4 77.7 77.8 77.9 78.1 78.3
-35 75.3 76.4 76.9 77.5 77.9 78.3 78.5 78.6 78.7 79.0 79.1
-30 76.1 77.2 77.7 78.3 78.7 79.1 79.3 79.4 79.5 79.8 79.9
-25 76.9 78.0 78.5 79.0 79.5 79.8 80.1 80.2 80.3 80.6 80.7
-20 77.6 78.8 79.3 79.8 80.2 80.6 80.9 81.0 81.1 81.3 81.5
-15 78.4 79.6 80.0 80.6 81.0 81.4 81.7 81.8 81.9 82.1 82.3
-10 79.2 80.3 80.8 81.4 81.8 82.3 82.5 82.6 82.7 82.9 83.1
-5 79.9 81.1 81.6 82.1 82.6 83.0 83.3 83.4 83.5 83.7 83.9
0 80.7 81.9 82.3 82.9 83.4 83.8 84.1 84.2 84.3 84.5 84.6
5 81.5 82.6 83.1 83.6 84.1 84.6 84.9 84.9 85.0 85.2 85.4
10 82.2 83.4 83.8 84.4 84.9 85.4 85.6 85.7 85.8 86.0 86.2
15 83.0 84.1 84.6 85.1 85.7 86.1 86.4 86.5 86.6 86.6 86.6
20 83.7 84.9 85.3 85.9 86.4 86.9 87.2 87.0 86.7 86.4 86.3
25 84.5 85.7 86.2 86.7 86.9 86.7 86.6 86.3 86.0 85.7 85.6
30 85.2 86.5 86.3 86.3 86.1 85.9 85.7 85.4 85.1 84.9 84.8
35 84.8 85.2 85.2 85.2 85.1 84.9 84.8 84.6 84.3 84.2 84.1
40 83.6 84.0 83.9 83.9 83.8 83.7 83.6 83.6 83.5 83.1 82.8
45 82.3 82.7 82.6 82.5 82.5 82.4 82.3 82.0 81.8 81.3 81.0
50 80.9 81.2 81.2 81.2 81.0 80.7 80.5 80.2 80.0 79.5 79.2
55 79.3 79.7 79.5 79.3 79.1 78.8 78.6 78.3 78.1 77.9 77.7
60 77.3 77.7 77.6 77.4 77.2 76.9 76.7 76.4 76.3 76.1 75.9
-MAX 8 TO2
V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
6001 - 7000 -54 to 12
5001 - 6000 -54 to 11 12 to 27
4001 - 5000 -54 to 11 12 to 25 26 to 33
3001 - 4000 -54 to 25 26 to 31 32 to 37
2001 - 3000 -54 to 30 31 to 35 36 to 43
1001 - 2000 -54 to 34 35 to 39 40 to 46
1 - 1000 -54 to 16 17 to 36 37 to 41 42 to 47
-2000 - S.L. -54 to 33 34 to 38 39 to 44 45 to 48
110 122 122 133 123 123 133 124 124 133 125 125 132
120 129 129 138 130 130 138 131 131 138 132 132 137
Flaps 130 135 135 143 136 136 143 137 137 143 138 138 142
140 141 141 149 142 142 149 143 143 149 144 144 148
1 150 147 147 153 148 148 153 149 149 153 150 150 152
160 152 152 158 153 153 158 154 154 158 155 155 157
170 157 157 162 158 158 162 159 159 162 160 160 161
110 117 117 127 118 118 127 119 119 127 120 120 126
120 123 123 132 124 124 132 125 125 132 126 126 131
Flaps
130 129 129 137 130 130 137 131 131 137 132 132 136
5 140 135 135 142 136 136 142 137 137 142 138 138 141
150 141 141 146 142 142 146 143 143 146 144 144 145
160 146 146 151 147 147 151 148 148 151 149 149 150
110 114 114 124 115 115 124 116 116 124 117 117 123
120 120 120 129 121 121 129 122 122 129 123 123 128
Flaps
130 126 126 134 127 127 134 128 128 134 129 129 133
10 140 132 132 139 133 133 139 134 134 139 135 135 138
150 137 137 143 138 138 143 139 139 143 140 140 142
160 142 142 148 143 143 148 144 144 148 145 145 147
110 112 112 122 113 113 122 114 114 122 115 115 121
Flaps 120 118 118 127 119 119 127 120 120 127 121 121 126
130 124 124 131 125 125 131 126 126 131 127 127 130
15 140 130 130 136 131 131 136 132 132 136 133 133 135
150 135 135 140 136 136 140 137 137 140 138 138 139
110 109 109 119 110 110 119 111 111 119 112 112 118
Flaps 120 115 115 124 116 116 124 117 117 124 118 118 123
130 121 121 128 122 122 128 123 123 128 124 124 127
25 140 127 127 133 128 128 133 129 129 133 130 130 132
150 132 132 137 133 133 137 134 134 137 135 135 136
Make any applicable corrections shown on page120.4

-MAX 8 TO2
V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
7001 - 8400 -54 to 26 27 to 35 36 to 41
6001 - 7000 13 to 31 32 to 42 43 to 45
5001 - 6000 28 to 36 37 to 49
4001 - 5000 34 to 41 42 to 52
3001 - 4000 38 to 46 47 to 56
2001 - 3000 44 to 51 52 to 60
1001 - 2000 47 to 55 56 to 60
1 - 1000 48 to 56 57 to 60
-2000 - S.L. 49 to 57 58 to 60
Wt - 1000 lbs V1 VR V2 V1 VR V2 V1 VR V2
110 126 126 132 127 127 131 128 128 131
120 133 133 137 134 134 136 135 135 136
Flaps 130 139 139 142 140 140 141 141 141 141
140 145 145 148 146 146 147 147 147 147
1 150 151 151 152 152 152 152 153 153 153
160 156 156 157 157 157 157 158 158 158
170 161 161 161 162 162 162 163 163 163
110 121 121 126 122 122 125 123 123 125
120 127 127 131 128 128 130 129 129 130
Flaps
130 133 133 136 134 134 135 135 135 135
5 140 139 139 141 140 140 140 141 141 141
150 145 145 145 146 146 146 147 147 147
160 150 150 150 151 151 151 152 152 152
110 118 118 123 119 119 122 120 120 122
120 124 124 128 125 125 127 126 126 127
Flaps
130 130 130 133 131 131 132 132 132 132
10 140 136 136 138 137 137 137 138 138 138
150 141 141 142 142 142 142 143 143 143
160 146 146 147 147 147 147 148 148 148
110 116 116 121 117 117 120 118 118 120
Flaps 120 122 122 126 123 123 125 124 124 125
130 128 128 130 129 129 129 130 130 130
15 140 134 134 135 135 135 135 136 136 136
150 139 139 139 140 140 140 141 141 141
110 113 113 118 114 114 117 115 115 117
Flaps 120 119 119 123 120 120 122 121 121 122
130 125 125 127 126 126 126 127 127 127
25 140 131 131 132 132 132 132 133 133 133
150 136 136 136 137 137 137 138 138 138

-MAX 8 TO2
V-Speed Corrections
V1 Reduction for Wet Runway (All Flaps)
Runway Surface V1 Reduction - Knots
6
Non Skid-Resistant Surface 9

Up Slope No correction required
SLOPE
DRY
Head Wind No correction required
WIND
Up Slope Add 2 knots to V1 for each percent of upslope
SLOPE
Down Slope Subtract 2 knots from V1 for each percent of downslope
WET
Head Wind Add 2 knots to V1 for each 20 knots of headwind
WIND

°C -2000 S.L. 2000 4000 6000 8000 8400
-60 102 101 99 96 93 90 90
0 101 101 98 96 92 90 89
5 101 101 98 95 92 90 89
10 101 101 98 95 92 90 89
15 101 100 98 95 92 89 88
20 101 100 98 95 92 88 87
25 101 100 98 94 90 86 85
30 101 100 96 92 88 84 83
35 100 97 94 90 86 82 81
40 97 95 91 87 84 81 81
45 95 92 88 85 83 81 81
50 92 89 86 84 83 81 81
55 89 87 86 84 83 81 81
NOTE
-MAX 8 TO1
LEAP-1B28 Engine TO1 Thrust (10% DERATE)
Based on:
- BLD ON

°C -1000 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
-40 78.1 79.3 79.8 80.3 80.8 81.1 81.4 81.5 81.7 81.9 82.1
-35 78.9 80.1 80.6 81.1 81.6 82.0 82.3 82.4 82.5 82.8 83.0
-30 79.7 80.9 81.4 82.0 82.4 82.8 83.1 83.2 83.3 83.6 83.8
-25 80.6 81.7 82.2 82.8 83.2 83.6 83.9 84.1 84.2 84.5 84.6
-20 81.4 82.5 83.1 83.6 84.1 84.5 84.8 84.9 85.0 85.3 85.5
-15 82.1 83.4 83.9 84.4 84.9 85.3 85.6 85.7 85.8 86.1 86.3
-10 82.9 84.1 84.7 85.2 85.7 86.2 86.4 86.5 86.6 86.9 87.1
-5 83.7 85.0 85.5 86.0 86.5 87.0 87.3 87.4 87.5 87.7 87.9
0 84.6 85.8 86.3 86.8 87.4 87.8 88.1 88.2 88.3 88.5 88.7
5 85.3 86.6 87.0 87.6 88.2 88.6 88.9 89.0 89.1 89.4 89.5
10 86.1 87.3 87.8 88.4 88.9 89.4 89.7 89.8 89.9 90.2 90.3
15 86.9 88.1 88.6 89.2 89.7 90.2 90.5 90.6 90.8 90.8 90.8
20 87.7 89.0 89.4 90.0 90.5 91.0 91.3 91.1 90.9 90.5 90.4
25 88.5 89.8 90.3 90.9 91.1 90.9 90.7 90.4 90.1 89.8 89.7
30 89.3 90.6 90.4 90.4 90.2 90.0 89.8 89.5 89.2 88.9 88.9
35 88.9 89.3 89.3 89.3 89.2 89.0 88.9 88.6 88.4 88.2 88.1
40 87.6 88.0 88.0 87.9 87.9 87.8 87.7 87.6 87.5 87.1 86.9
45 86.3 86.7 86.6 86.6 86.5 86.4 86.3 86.0 85.8 85.3 85.0
50 84.9 85.3 85.2 85.2 85.0 84.7 84.5 84.2 84.0 83.5 83.2
55 83.3 83.7 83.5 83.4 83.1 82.8 82.6 82.3 82.1 81.6 81.3
60 81.3 81.8 81.6 81.4 81.2 80.9 80.7 80.4 80.2 79.7 79.4
-MAX 8 TO1
V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
7001 - 8400 -54 to 12
6001 - 7000 -54 to 11 12 to 25
5001 - 6000 -54 to 25 26 to 29
4001 - 5000 -54 to 12 13 to 29 30 to 33
3001 - 4000 -54 to 27 28 to 33 34 to 37
2001 - 3000 -54 to 17 18 to 33 34 to 37 38 to 40
1001 - 2000 -54 to 33 34 to 36 37 to 39 40 to 43
1 - 1000 -54 to 14 15 to 34 35 to 38 39 to 41 42 to 44
-2000 - S.L. -54 to 31 32 to 35 36 to 39 40 to 43 44 to 46
110 119 120 134 120 121 134 121 122 134 122 123 133 123 123 133
120 126 127 139 127 128 139 128 129 139 129 130 138 130 130 138
130 132 134 144 133 135 144 134 136 144 135 137 143 136 137 143
Flaps 140 138 140 149 139 141 149 140 142 149 141 143 148 142 143 148
150 144 146 154 145 147 154 146 148 154 147 149 153 148 149 153
1 160 150 151 158 151 152 158 152 153 158 153 154 157 154 154 157
170 155 156 162 156 157 162 157 158 162 158 159 161 159 159 161
180 159 161 166 160 162 166 161 163 166 162 164 165 163 164 165
190 163 164 170 164 165 170 165 166 170 166 167 169 167 167 169
110 114 115 128 115 116 128 116 117 128 117 118 127 118 118 127
120 120 121 133 121 122 133 122 123 133 123 124 132 124 124 132
Flaps 130 126 128 138 127 129 138 128 130 138 129 131 137 130 131 137
140 132 134 143 133 135 143 134 136 143 135 137 142 136 137 142
150 138 139 147 139 140 147 140 141 147 141 142 146 142 142 146
5 160 143 144 151 144 145 151 145 146 151 146 147 150 147 147 150
170 149 149 155 150 150 155 151 151 155 152 152 154 153 153 154
180 153 154 159 154 155 159 155 156 159 156 157 158 157 157 158
110 111 112 125 112 113 125 113 114 125 114 115 124 115 115 124
120 117 118 130 118 119 130 119 120 130 120 121 129 121 121 129
Flaps 130 123 125 135 124 126 135 125 127 135 126 128 134 127 128 134
140 129 131 140 130 132 140 131 133 140 132 134 139 133 134 139
150 135 136 144 136 137 144 137 138 144 138 139 143 139 139 143
10 160 140 141 148 141 142 148 142 143 148 143 144 147 144 144 147
170 145 146 152 146 147 152 147 148 152 148 149 151 149 149 151
180 150 150 155 151 151 155 152 152 155 153 153 154 154 154 154
110 109 110 123 110 111 123 111 112 123 112 113 122 113 113 122
120 115 116 128 116 117 128 117 118 128 118 119 127 119 119 127
Flaps 130 121 122 132 122 123 132 123 124 132 124 125 131 125 125 131
140 127 128 137 128 129 137 129 130 137 130 131 136 131 131 136
15 150 132 133 141 133 134 141 134 135 141 135 136 140 136 136 140
160 138 138 145 139 139 145 140 140 145 141 141 144 142 142 144
170 143 143 149 144 144 149 145 145 149 146 146 148 147 147 148
110 107 107 120 108 108 120 109 109 120 110 110 119 111 111 119
Flaps 120 113 113 125 114 114 125 115 115 125 116 116 124 117 117 124
130 119 119 129 120 120 129 121 121 129 122 122 128 123 123 128
140 125 125 134 126 126 134 127 127 134 128 128 133 129 129 133
25 150 130 130 138 131 131 138 132 132 138 133 133 137 134 134 137
160 135 135 142 136 136 142 137 137 142 138 138 141 139 139 141
130.4.
-MAX 8 TO1
V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
7001 - 8400 13 to 24 25 to 30 31 to 34 35 to 41
6001 - 7000 26 to 30 31 to 35 36 to 39 40 to 45
5001 - 6000 30 to 34 35 to 38 39 to 43 44 to 49
4001 - 5000 34 to 37 38 to 40 41 to 45 46 to 52
3001 - 4000 38 to 40 41 to 43 44 to 48 49 to 56
2001 - 3000 41 to 43 44 to 47 48 to 51 52 to 60
1001 - 2000 44 to 46 47 to 49 50 to 55 56 to 60
1 - 1000 45 to 48 49 to 51 52 to 57 58 to 60
-2000 - S.L. 47 to 49 50 to 54 55 to 58 59 to 60
110 124 124 133 125 125 133 126 126 132 127 127 132
120 131 131 138 132 132 138 133 133 137 134 134 137
130 137 138 143 138 139 143 139 139 142 140 140 142
Flaps 140 143 144 148 144 145 148 145 145 147 146 146 147
150 149 150 153 150 151 153 151 151 152 152 152 152
1 160 155 155 157 156 156 157 157 157 157 158 158 158
170 160 160 161 161 161 161 162 162 162 163 163 163
180 164 165 165 165 166 166 166 166 166 167 167 167
190 168 168 169 169 169 169 170 170 170 171 171 171
110 119 119 127 120 120 127 121 121 126 122 122 126
120 125 125 132 126 126 132 127 127 131 128 128 131
Flaps 130 131 132 137 132 133 137 133 133 136 134 134 136
140 137 138 142 138 139 142 139 139 141 140 140 141
150 143 143 146 144 144 146 145 145 145 146 146 146
5 160 148 148 150 149 149 150 150 150 150 151 151 151
170 154 154 154 155 155 155 156 156 156 157 157 157
180 158 158 158 159 159 159 160 160 160 161 161 161
110 116 116 124 117 117 124 118 118 123 119 119 123
120 122 122 129 123 123 129 124 124 128 125 125 128
Flaps 130 128 129 134 129 130 134 130 130 133 131 131 133
140 134 135 139 135 136 139 136 136 138 137 137 138
150 140 140 143 141 141 143 142 142 142 143 143 143
10 160 145 145 147 146 146 147 147 147 147 148 148 148
170 150 150 151 151 151 151 152 152 152 153 153 153
180 155 155 155 156 156 156 157 157 157 158 158 158
110 114 114 122 115 115 122 116 116 121 117 117 121
120 120 120 127 121 121 127 122 122 126 123 123 126
Flaps 130 126 126 131 127 127 131 128 128 130 129 129 130
140 132 132 136 133 133 136 134 134 135 135 135 135
15 150 137 137 140 138 138 140 139 139 139 140 140 140
160 143 143 144 144 144 144 145 145 145 146 146 146
170 148 148 148 149 149 149 150 150 150 151 151 151
110 112 112 119 113 113 119 114 114 118 115 115 118
Flaps 120 118 118 124 119 119 124 120 120 123 121 121 123
130 124 124 128 125 125 128 126 126 127 127 127 127
140 130 130 133 131 131 133 132 132 132 133 133 133
25 150 135 135 137 136 136 137 137 137 137 138 138 138
160 140 140 141 141 141 141 142 142 142 143 143 143

-MAX 8 TO1
V-Speed Corrections
V1 Reduction for Wet Runway (all Flaps)
7

SLOPE
DRY
WIND
SLOPE
WET
WIND
Tail Wind Subtract 3 knots from V1 for each 10 knots of tailwind

°C -2000 S.L. 2000 4000 6000 8000 8400
-60 108 108 105 102 99 96 95
0 107 107 104 101 98 95 94
5 107 107 104 101 98 95 94
10 107 107 104 101 98 95 94
15 107 107 104 101 98 95 94
20 107 107 104 101 97 93 92
25 107 106 104 100 95 91 90
30 107 106 102 97 93 89 88
35 106 103 99 95 91 87 86
40 103 100 96 92 89 85 85
45 100 97 93 90 87 85 85
50 97 94 91 89 87 85 85
55 94 92 90 89 87 85 85
was increased.
NOTE
-MAX 8 Takeoff Data TO Thrust
-MAX 8 TO
LEAP-1B28 Engine TO Thrust
Based on:
- BLD ON

°C -1000 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
-40 81.5 82.7 83.2 83.8 84.2 84.6 84.9 85.3 85.7 86.3 86.6
-35 82.3 83.6 84.1 84.7 85.1 85.5 85.8 86.2 86.6 87.2 87.5
-30 83.2 84.4 84.9 85.5 86.0 86.4 86.7 87.0 87.4 88.1 88.4
-25 84.0 85.3 85.8 86.4 86.8 87.3 87.6 87.9 88.3 89.0 89.3
-20 84.9 86.1 86.6 87.2 87.7 88.1 88.4 88.8 89.2 89.8 90.1
-15 85.7 87.0 87.5 88.1 88.5 89.0 89.3 89.7 90.1 90.7 91.0
-10 86.5 87.8 88.3 88.9 89.4 89.9 90.2 90.5 90.9 91.5 91.8
-5 87.4 88.6 89.2 89.7 90.3 90.7 91.1 91.4 91.8 92.4 92.7
0 88.2 89.5 90.0 90.6 91.1 91.6 91.9 92.3 92.7 93.3 93.6
5 89.0 90.3 90.8 91.4 92.0 92.5 92.8 93.2 93.5 94.1 94.4
10 89.9 91.1 91.6 92.2 92.8 93.3 93.7 94.0 94.4 95.0 95.3
15 90.7 91.9 92.5 93.0 93.6 94.1 94.5 94.9 95.2 95.5 95.4
20 91.5 92.8 93.3 93.9 94.5 94.9 95.3 95.1 94.8 94.4 94.4
25 92.3 93.6 94.2 94.8 95.0 94.8 94.6 94.3 94.0 93.7 93.6
30 93.2 94.5 94.3 94.3 94.1 93.9 93.7 93.4 93.1 92.8 92.7
35 92.7 93.2 93.2 93.1 93.0 92.8 92.7 92.5 92.2 92.0 91.9
40 91.4 91.8 91.8 91.7 91.7 91.6 91.5 91.4 91.3 90.9 90.6
45 90.0 90.4 90.4 90.3 90.3 90.2 90.1 89.8 89.5 89.0 88.7
50 88.6 89.0 88.9 88.9 88.7 88.4 88.1 87.9 87.6 87.1 86.8
55 87.0 87.4 87.2 87.0 86.8 86.5 86.2 85.9 85.7 85.2 84.9
60 85.0 85.5 85.3 85.1 84.8 84.5 84.3 84.0 83.8 83.3 83.0
Bleed Corrections:
Engine Bleed Pressure Altitude - Feet

Configuration -1000 0 1000 2000 3000 4000 5000 6000 7000 8000 8400
BLDOFF 0.7 0.8 0.9 0.9 0.9 0.9 0.9 1.0 1.2 1.3 1.4
-MAX 8 TO
V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
7001 - 8400 -54 to 15
6001 - 7000 -54 to 11 12 to 25
5001 - 6000 -54 to 25 26 to 29
4001 - 5000 -54 to 13 14 to 29 30 to 33
3001 - 4000 -54 to 29 30 to 33 34 to 37
2001 - 3000 -54 to 16 17 to 34 35 to 37 38 to 40
1001 - 2000 -54 to 32 33 to 36 37 to 39 40 to 42
1 - 1000 -54 to 17 18 to 34 35 to 38 39 to 41 42 to 44
-2000 - S.L. -54 to 32 33 to 36 37 to 40 41 to 43 44 to 47
110 116 118 135 117 119 135 118 120 135 119 121 134 120 122 134
120 123 125 140 124 126 140 125 127 140 126 128 139 127 129 139
130 129 131 145 130 132 145 131 133 145 132 134 144 133 135 144
Flaps 140 136 137 150 137 138 150 138 139 150 139 140 149 140 141 149
150 141 143 155 142 144 155 143 145 155 144 146 154 145 147 154
1 160 147 149 159 148 150 159 149 151 159 150 152 158 151 153 158
170 152 154 163 153 155 163 154 156 163 155 157 162 156 158 162
180 156 159 167 157 160 167 158 161 167 159 162 166 160 163 166
190 160 164 171 161 165 171 162 166 171 163 167 170 164 168 170
110 111 113 129 112 114 129 113 115 129 114 116 128 115 117 128
120 118 119 134 119 120 134 120 121 134 121 122 133 122 123 133
130 124 125 139 125 126 139 126 127 139 127 128 138 128 129 138
Flaps 140 130 131 144 131 132 144 132 133 144 133 134 143 134 135 143
150 135 137 148 136 138 148 137 139 148 138 140 147 139 141 147
5 160 141 142 152 142 143 152 143 144 152 144 145 151 145 146 151
170 146 147 156 147 148 156 148 149 156 149 150 155 150 151 155
180 150 152 159 151 153 159 152 154 159 153 155 158 154 156 158
190 154 157 163 155 158 163 156 159 163 157 160 162 158 161 162
110 108 110 126 109 111 126 110 112 126 111 113 125 112 114 125
120 115 116 131 116 117 131 117 118 131 118 119 130 119 120 130
130 121 122 136 122 123 136 123 124 136 124 125 135 125 126 135
Flaps 140 127 128 141 128 129 141 129 130 141 130 131 140 131 132 140
150 132 134 145 133 135 145 134 136 145 135 137 144 136 138 144
10 160 137 139 149 138 140 149 139 141 149 140 142 148 141 143 148
170 143 144 153 144 145 153 145 146 153 146 147 152 147 148 152
180 147 148 156 148 149 156 149 150 156 150 151 155 151 152 155
190 151 153 160 152 154 160 153 155 160 154 156 159 155 157 159
110 107 108 124 108 109 124 109 110 124 110 111 123 111 112 123
120 113 114 129 114 115 129 115 116 129 116 117 128 117 118 128
130 119 120 133 120 121 133 121 122 133 122 123 132 123 124 132
Flaps 140 125 126 138 126 127 138 127 128 138 128 129 137 129 130 137
150 130 131 142 131 132 142 132 133 142 133 134 141 134 135 141
15 160 135 136 146 136 137 146 137 138 146 138 139 145 139 140 145
170 141 141 150 142 142 150 143 143 150 144 144 149 145 145 149
180 145 145 153 146 146 153 147 147 153 148 148 152 149 149 152
190 149 150 157 150 151 157 151 152 157 152 153 156 153 154 156
110 104 105 121 105 106 121 106 107 121 107 108 120 108 109 120
120 111 111 126 112 112 126 113 113 126 114 114 125 115 115 125
130 116 117 130 117 118 130 118 119 130 119 120 129 120 121 129
Flaps 140 122 123 135 123 124 135 124 125 135 125 126 134 126 127 134
150 127 128 139 128 129 139 129 130 139 130 131 138 131 132 138
25 160 132 133 143 133 134 143 134 135 143 135 136 142 136 137 142
170 137 138 146 138 139 146 139 140 146 140 141 145 141 142 145
180 142 142 150 143 143 150 144 144 150 145 145 149 146 146 149
190 145 146 153 146 147 153 147 148 153 148 149 152 149 150 152
V1 speeds that fall in the shaded area must be compared to VMCG on page 140.4.
-MAX 8 TO
V1-VR-V2 Speeds
Pressure
Temperature - °C
Altitude - Feet
7001 - 8400 16 to 25 26 to 30 31 to 35 36 to 41
6001 - 7000 26 to 30 31 to 35 36 to 40 41 to 44
5001 - 6000 30 to 34 35 to 38 39 to 43 44 to 48
4001 - 5000 34 to 37 38 to 40 41 to 45 46 to 52
3001 - 4000 38 to 40 41 to 43 44 to 48 49 to 57
2001 - 3000 41 to 43 44 to 47 48 to 52 53 to 58
1001 - 2000 43 to 46 47 to 50 51 to 55 56 to 60
1 - 1000 45 to 48 49 to 52 53 to 56 57 to 60
-2000 - S.L. 48 to 49 50 to 54 55 to 58 59 to 60
110 121 122 134 122 123 133 123 124 133 124 125 132
120 128 129 139 129 130 138 130 131 138 131 132 137
130 134 135 144 135 136 143 136 137 143 137 138 142
Flaps 140 141 141 149 142 142 148 143 143 148 144 144 147
150 146 147 154 147 148 153 148 149 153 149 150 152
1 160 152 153 158 153 154 157 154 155 157 155 156 156
170 157 158 162 158 159 161 159 160 161 160 161 161
180 161 163 166 162 164 165 163 165 165 164 166 166
190 165 168 170 166 169 169 167 170 170 168 171 171
110 116 117 128 117 118 127 118 119 127 119 120 126
120 123 123 133 124 124 132 125 125 132 126 126 131
130 129 129 138 130 130 137 131 131 137 132 132 136
Flaps 140 135 135 143 136 136 142 137 137 142 138 138 141
150 140 141 147 141 142 146 142 143 146 143 144 145
5 160 146 146 151 147 147 150 148 148 150 149 149 149
170 151 151 155 152 152 154 153 153 154 154 154 154
180 155 156 158 156 157 157 157 158 158 158 159 159
190 159 161 162 160 162 162 161 163 163 162 164 164
110 113 114 125 114 115 124 115 116 124 116 117 123
120 120 120 130 121 121 129 122 122 129 123 123 128
130 126 126 135 127 127 134 128 128 134 129 129 133
Flaps 140 132 132 140 133 133 139 134 134 139 135 135 138
150 137 138 144 138 139 143 139 140 143 140 141 142
10 160 142 143 148 143 144 147 144 145 147 145 146 146
170 148 148 152 149 149 151 150 150 151 151 151 151
180 152 152 155 153 153 154 154 154 154 155 155 155
190 156 157 159 157 158 158 158 159 159 159 160 160
110 112 112 123 113 113 122 114 114 122 115 115 121
120 118 118 128 119 119 127 120 120 127 121 121 126
130 124 124 132 125 125 131 126 126 131 127 127 130
Flaps 140 130 130 137 131 131 136 132 132 136 133 133 135
150 135 135 141 136 136 140 137 137 140 138 138 139
15 160 140 140 145 141 141 144 142 142 144 143 143 143
170 146 146 149 147 147 148 148 148 148 149 149 149
180 150 150 152 151 151 151 152 152 152 153 153 153
190 154 154 156 155 155 155 156 156 156 157 157 157
110 109 109 120 110 110 119 111 111 119 112 112 118
120 116 116 125 117 117 124 118 118 124 119 119 123
130 121 121 129 122 122 128 123 123 128 124 124 127
Flaps 140 127 127 134 128 128 133 129 129 133 130 130 132
150 132 132 138 133 133 137 134 134 137 135 135 136
25 160 137 137 142 138 138 141 139 139 141 140 140 140
170 142 142 145 143 143 144 144 144 144 145 145 145
180 147 147 149 148 148 148 149 149 149 150 150 150
190 150 150 152 151 151 151 152 152 152 153 153 153
-MAX 8 TO
V-Speed Corrections
V1 Reduction for Wet Runway (All Flaps)
7

SLOPE
DRY
WIND
SLOPE
WET
WIND
Tail Wind Subtract 3 knots from V1 for each 10 knots of tailwind

°C -2000 S.L. 2000 4000 6000 8000 8400
-60 114 113 111 107 104 101 100
0 113 113 110 107 104 100 99
5 113 113 110 107 103 100 99
10 113 112 110 107 103 100 99
15 113 112 110 107 103 100 99
20 113 112 110 107 103 98 97
25 113 112 110 105 100 96 95
30 113 112 108 103 98 94 93
35 112 109 105 100 96 91 90
40 109 106 101 97 93 90 89
45 105 102 98 94 92 90 89
50 102 99 95 93 92 90 89
55 99 96 95 93 92 90 89
was increased.
NOTE
-MAX 8 Minimum Maneuver & Stall Speeds
-MAX 8 Minimum Maneuvering Speeds

Knots - IAS
Gross Flaps
Weight UP 1 5 10 15 25
1000 Lbs VREF+70 VREF+50 VREF+30 VREF+20 VREF+20 VREF+10
100 184 164 144 134 134 124
110 190 170 150 140 140 130
120 195 175 155 145 145 135
130 201 181 161 151 151 141
140 206 186 166 156 156 146
150 211 191 171 161 161 151
160 215 195 175 165 165 155
170 220 200 180 170 170 160
180 226 206 186 176 176 166
NOTE
VREF for Flaps 40 deg.
-MAX 8 1G Stall Speeds

Knots - IAS
Gross Landing Gear Configuration / Flaps
Weight Landing Gear Retracted Landing Gear Extended
1000
Lbs 0 1 5 10 15 25 15 30 40
100 131 108 104 102 100 99 101 96 92
105 135 111 107 105 103 101 104 98 95
110 138 113 109 107 105 104 106 101 97
115 141 116 112 109 108 106 109 103 99
120 144 118 114 112 110 108 111 105 101
125 147 121 116 114 112 111 113 107 103
130 150 123 119 116 114 113 116 109 106
135 153 125 121 119 117 115 118 111 108
140 155 128 123 121 119 117 120 113 110
145 158 130 125 123 121 119 122 115 112
150 161 132 127 125 123 121 124 117 114
155 163 134 129 127 125 123 125 118 115
160 166 136 131 129 126 125 127 120 117
165 168 138 133 130 128 127 129 122 119
170 171 140 135 132 130 128 131 122 119
175 173 142 137 134 132 130 132 122 119
180 175 144 139 136 134 132 133 122 119
185 175 145 140 137 135 133 133 122 119
NOTE
Valid 8400 Feet and Below

Normally the Dispatcher or Load Agent enters the information into TPS for
takeoff performance corrections (wind and MEL/CDL items); TPS makes the
applicable corrections.
The Maximum Allowable Takeoff Weight Computation Form is on the
following page. It can be used:
• For instances in which the crew or Dispatcher manually adjusts the
MTOW to apply performance corrections. In this case, use of this form is
optional.
• As a reference to follow and understand the logic TPS uses when
making corrections.
For wet runways or runways contaminated by standing water slush, snow, or
ice, see the wet or contaminated runway data sections.
Anti-ice Corrections
Climb limited and runway limited maximum takeoff weight corrections are
shown on the TPS in the Airport Analysis Data section whenever the
temperature is colder than 15°C. These corrections are also provided below.
Engine Anti-ice ON Maximum Takeoff Weight Corrections

Aircraft Thrust Rating Climb Limit Runway Limit
22K 400 400
24K 500 500
-NG
26K 600 600
27K Bump 600 600
TO2 250 250
-MAX 8 TO1 250 250
TO 1000 500
Maximum Allowable Takeoff Weight Computation Form

STATION __________ ELEV FT ___________ RUNWAY _____________
RUNWAY LENGTH _________ RUNWAY SLOPE ________ TEMP °C _____
THRUST RATING _______ BLDs _____ WIND ________ FLAPS _______
Corrected Climb Limit Weight
Item Weight
Enter Climb Limited Takeoff Weight (CLIMB LIMIT)
1
from TPS
2 Enter Engine Anti-ice ON Correction, if applicable
Enter MEL/CDL Climb Limit Weight Reduction
3
(MEL/CDL #___________), if applicable
Subtract 2 and 3 from 1 to obtain Corrected Climb
4
Limited Takeoff Weight
Corrected Runway Limit Weight
Item Weight
Enter Runway Limited Takeoff Weight (RWY LIMIT)
5
from TPS
Enter Wind Correction, Add (+) headwind correction,
6
Subtract (-) tailwind correction
7 Enter Engine Anti-ice ON Correction, if applicable
Enter MEL/CDL Runway Limit Weight Reduction
8
(MEL/CDL #___________), if applicable
Apply Wind Correction (6) and Subtract items 7 and 8
9 from 5 to obtain Corrected Runway Limited Takeoff
Weight
Structural Takeoff Weight Limit
Item Weight
Enter Structural Takeoff Weight Limit
10
(STRUCT WT LIMIT) from TPS
Corrected Maximum Allowable Takeoff Weight
Item Weight
Enter the lightest of the weights 4, 9, or 10.
11
This is the Max Allowable Takeoff Weight.
NOTE
If Max Landing Weight at destination plus planned fuel burn, is lighter
than the Max Allowable Takeoff Weight, the max takeoff weight is
limited by landing.
Takeoff on Wet Runways

Introduction
Takeoff performance will be degraded by operating on a wet runway. This
will require a correction to V1 and may affect maximum takeoff weight, and/or
Assumed Temperature.
A runway is considered wet when it is neither dry nor contaminated, but has
visible moisture (including damp), and/or water 1/8 inch or less in depth. The
Captain will decide if the runway must be considered wet.
Refer to Takeoff on Runways Contaminated by Standing Water, Slush,
Snow, or Ice for operations on runways other than dry or wet surface
conditions.
Limitations – Wet Runway

If a runway is considered wet, the following limitations apply:
• The TPS header must specify "WET."
• If a thrust reverser is inoperative, the MEL penalty for an inoperative
thrust reverser on a wet runway must be applied.
Takeoff Performance Data

Takeoff on runways with a wet surface condition requires TPS data labeled
in the TPS header as "WET." The dispatcher will set the TPS code for either
dry or wet runway surface conditions. If the TPS specifies a dry runway, and
the runway is wet, request the dispatcher to change the TPS code to a wet
runway and obtain a new TPS. If the runway is dry, it is permissible to takeoff
with data based on a wet runway.
When “WET” is specified in the TPS header, all of the data on the TPS,
including the airport analysis is based on a wet runway.
Runway Surface
The performance data for wet runways are divided into two runway surface
conditions. One condition is based on a runway without a special skid
resistant surface. The second surface condition is a runway with a
skid-resistant surface. This is defined by a runway that is either grooved or
has a porous friction course overlay (PFC).
If the runway is listed as grooved or PFC under Additional Runway
Information on the Jeppesen airport page or NOTAM, the data for
skid-resistant runways is used.
Runways listed only as wire combed may not use the skid resistant surface
data.
TPS will internally use the appropriate data and normally no action
concerning the runway surface is necessary, unless FMS QRH V-speeds are
used, or when looking-up the V-Speeds in this section. When using FMS
QRH V-speeds, ensure the appropriate runway surface is selected on
TAKEOFF REF Page 2 in the FMS.
TPS Request
When requesting a TPS via ACARS, the runway condition entered into the
FMC is ignored. The request will return a TPS based on the runway surface
conditions (DRY or WET) specified by the dispatcher.
Takeoff on Runways Contaminated by Standing Water,

Slush, Snow, or Ice
Introduction
Takeoff performance is degraded when operating on runways contaminated
by snow, slush, ice, or standing water. This requires a reduction in Runway
Limited Takeoff Weight and an adjustment to the V1 speed. Because of large
variations with contaminated runways, the captain must use the takeoff
performance data in conjunction with good pilot judgment. Definitions and
assumptions included in the data are listed to assist in determining the
appropriate performance data.
A runway should be considered contaminated when more than 25 percent of
the required field length, within the width being used, is covered by:
• Standing water, slush, or wet snow deeper than 1/8 inch (3 mm),
• Dry snow deeper than 1 inch (25 mm),
• Compacted Snow, or
• Ice.
In certain situations it may be appropriate to consider the runway
contaminated. For example, if the section of runway surface is covered with
standing water or slush where rotation and liftoff will occur, or during the high
speed part of the takeoff roll, the retardation effect will be far more significant
than if it were encountered early in the takeoff.
The captain will decide on the appropriate application of contaminated
runway data.
Operational Limitations - Contaminated Runways

If a runway is contaminated, as defined above, by standing water, slush,
snow, or ice:
• Takeoff is not authorized with a tailwind.
• Takeoff is not authorized with more than ½ inch of wet snow, slush, or
standing water, or more than 4 inches of dry snow.
• Maximum 26K, 27K Bump, or TO thrust, whichever is listed on the
CRC/MEL message, must be used. 22K, 24K, TO2, TO1, or Standard
thrust at any rating is not authorized.
• Anti-skid system must be operative.
• Both thrust reversers must be operative.
• Use of Improved Performance is not authorized.
• Takeoff is not authorized with chunks of hardened snow or ice.
• FMS QRH V-speeds may not be used.
Data Usage and Procedures

The data is divided into ten types/levels of contamination. Use the
appropriate data for the runway condition.
• ¼ inch of standing water.
• ½ inch of standing water.
• ¼ inch of slush.
• ½ inch of slush.
• ¼ inch of wet snow.
• ½ inch of wet snow.
• 2 inches of dry snow.
• 4 inches of dry snow.
• Compacted snow.
• Ice.
Standing water, slush, or wet snow - For accumulations deeper than 1/8
inch up to and including ¼ inch, use the data for ¼ inch. For accumulations
deeper than ¼ inch, but not over ½ inch, use the data for ½ inch.
Dry Snow - Accumulations 1 inch or thinner is not considered contaminated.
For accumulations deeper than 1 inch up to and including 2 inches, use the
data for 2 inches of dry snow. For accumulations of dry snow deeper than 2
inches, but not over 4 inches, use the data for 4 inches of dry snow.
Ice - If braking action is reported nil, takeoff is not authorized.
It is recommended to use flaps 15 for takeoffs on contaminated runways to
minimize the takeoff speeds. Try using flaps 15 first, and if the maximum
weight is insufficient, then try another flap setting.
Definitions and Assumptions

Below are brief definitions of runway conditions and assumptions used in
calculating the performance adjustments as they differ from normal dry
runway performance. It is intended to assist the Captain in making a
distinction between runway conditions and deciding when to apply
contaminated runway data.
Standing Water is characterized by a wet runway having major areas of
measurable depths due to heavy precipitation and/or insufficient runway
drainage. Performance adjustments are available for ¼ and ½ inch depths.
Takeoff is not authorized in depths above ½ inch due to the possibility of
structural damage.
Slush is saturated snow which is typically encountered at temperatures
above 5°C. Slush will splatter when stepped on. Performance adjustments
are available for ¼ and ½ inch depths. Takeoff is not authorized in depths
above 1/2 inch due to the possibility of structural damage.
Wet Snow is defined as snow which compacts (forms a snowball). It is
typically encountered at temperatures between -5°C and 0°C. Performance
data is available for ¼ and ½ inch depths. Takeoff is not authorized in depths
above ½ inch due to the possibility of structural damage.
Dry Snow is loose snow which cannot be compacted by hand. Takeoff is not
authorized with over 4 inches of dry snow due to the possibility of structural
damage.
Compacted Snow is snow that has been compressed, but is not slick. A
typical friction coefficient ( is 0.2.
Ice is a runway covered with hard frozen precipitation. Ice conditions
generally forms when snow is either heavily compacted or refreezes after
melting.
Assumptions The contaminated runway correction data uses the following
assumptions as the basis of the calculation:
• The runway is completely covered by a uniform layer of contamination.
• Wheel braking effectivity is 25% of that on a dry runway. Except ice data
uses a friction coefficient (of 0.05.
• Thrust reverser on remaining engine is used during a rejected takeoff.
• Additional drag due to contaminant impingement on the aircraft. Except
ice and compacted snow data does not have impingement drag.
Maximum Weight and V1 Calculation

Takeoff performance data (maximum weights and V1) for takeoffs from
contaminated runways is calculated by a program contained in the
dispatcher’s workstation. A description of the output to the flight crew is
shown on the following page. This system is outside of TPS and cannot
update data on the TPS printout.
At the captain’s request, the dispatcher will run this program and provide the
flight crew with the contaminated runway data for the five runways displaye
d on the TPS. The output will be sent to a Sabre printer, or to the aircraft via
ACARS. The flight crew must contact dispatch and request the data.
V-speeds on the CRC/MEL message do not uplink to the FMC. Use
maximum thrust for the thrust rating shown and set the V-speeds from the
CRC/MEL message.
This is the same program used for some MEL/CDL items. And, can calculate
data based on both a wet or contaminated runway and an MEL/CDL item
simultaneously.
Do not use FMS QRH V-speeds.
Normally the dispatcher will select BLD ON. If it is necessary to maximize the
weight, request BLD OFF if desired.
Because of the uncertain nature of contaminated runways, operations will
require close coordination between the flight crew, dispatch, and the load
agent. If the runway conditions change or if the actual takeoff weight exceeds
the PTOW by more than 2000 lbs, request new data from dispatch.
CAUTION
The actual takeoff weight cannot exceed the MTOW for the runway
shown on the CRC/MEL message.
The MTOW on the CRC/MEL message does not observe the MTOW
limited by Landing. If the TPS indicates an MTOW with an L suffix,
this limit must also be observed.
Sample CRC/MEL message

CRC/MEL MESSAGE b
25AUG09 1852 c
FLT: 568/25 ORD d TAIL: 3DY e
BLD: OFFf ANTIICE: ON g
TEMP: -1 h WIND: H0i
PTOW: 140.5 j QNH: 30.101)
CONTAM: SLUSH-0.251! RTG: 26K 1@
1# 1$ 1% * PTOW * 1^
RWY - FLAP V1 VR V2 MTOW
28X - 05 125 143 152 154.7

28 - 05 131 147 155 162.9
22L - 05 OVER MTOW 1& 139.5
32LX - 05 128 145 153 158.2
14L - 05 134 151 158 169.6
28X - 15 124 139 148 156.7

28 - 15 131 143 151 163.8
22L - 15 NOT AUTHD 1*
32LX - 15 127 141 149 159.8
14L - 15 134 146 153 169.5
b Title.
c Date and Time of calculation
d Flight Number / Date / Departure Station
e Aircraft Number
f Bleed Configuration
g Engine Anti-Ice Configuration
h Temperature, in °C
i Wind Component
j Planned Takeoff Weight
1) QNH used to correct to Pressure Altitude
1! Type and Depth, in inches, of contamination
1@ Takeoff Thrust Rating
1# Runway Designator
1$ Flap Setting
1% V-speeds for the Planned Takeoff Weight, j
1^ Maximum Allowable Takeoff Weight for the Runway. Note: Does not
consider MTOW limited by Landing.
1& OVER MTOW indicates the Planned Takeoff Weight (PTOW) is Heavier than the
Maximum Takeoff Weight (MTOW)
1* NOT AUTHD indicates that the computation has failed for the runway/flap
setting. This can be caused by the runway too short for takeoff at any weight,
or etc.
0.1 PERFORMANCE - CRUISE
Table of Contents
Introduction
General ...................................................................................................10.1
Maximum Climb and Cruise Thrust .........................................................10.1
Altitude Capability and Buffet Speeds .....................................................10.1
Climb Thrust ............................................................................................10.2
Cruise Information ...................................................................................10.2
Cruise Speed ..........................................................................................10.2
Cruise Altitude .........................................................................................10.2
Fuel Mileage............................................................................................10.3
Holding Information .................................................................................10.3
Dispatch Over Areas of High Terrain ......................................................10.3
-NG Cruise Data

Maximum Climb Thrust .........................................................................20.1
Maximum Cruise Thrust ........................................................................20.2
320 / 250 Knot Cruise ...........................................................................20.4
Mach .79 Cruise ....................................................................................20.6
Two Engine Max Range Cruise (Cost Index Zero) ................................20.8
Initial Buffet Speeds ............................................................................20.10
Two Engine Holding ............................................................................20.12
-MAX 8 Cruise Data

Maximum Climb Thrust .........................................................................25.1
Maximum Cruise Thrust ........................................................................25.2
320 / 250 Knot Cruise ...........................................................................25.4
Mach .79 Cruise ....................................................................................25.6
Two Engine Max Range Cruise (Cost Index Zero) ................................25.8
Initial Buffet Speeds ............................................................................25.10
Two Engine Holding .............................................................................25.12
Dispatch Over High Terrain

Introduction .............................................................................................30.1
Engine Failure Planning ..........................................................................30.1
Flight Planning System ...........................................................................30.2
Enroute Alternates ..................................................................................30.2
MEL Enroute Weight Penalty ..................................................................30.2
Flight Plan Output ...................................................................................30.2
Deviations from Flight Plan Before Takeoff.............................................30.5
Introduction
General
The primary source for cruise information is the Flight Plan and FMS. The
data in this section is used for verification or in lieu of data from these
sources, if it is unavailable.
The information contained in this section is valid for two engine cruise in
normal configuration. Data for single engine cruise or gear down cruise is
located in the Emergency / Abnormal section.
Maximum Climb and Cruise Thrust

Maximum Climb and Maximum Cruise Thrust setting tables are provided.
These tables should match the settings shown in the FMC. Adjustments are
provided to account for BLD and Anti-ice configurations.
Maximum Continuous Thrust setting information is located in the Emergency
/ Abnormal section.
Altitude Capability and Buffet Speeds

Two factors limit altitude capability, Engine Thrust Limit and Aerodynamic
Buffet Margin Limit. The maximum cruise altitude will be the lower of the two
limits
Engine Thrust Limit is the maximum altitude at which the engine thrust
available is greater than the aircraft drag at the specific speed. Two
considerations are given:
• Capability to climb to cruise altitude at Maximum Climb Thrust.
• Capability to maintain cruise altitude at Maximum Cruise Thrust.
Both of these criteria are combined into the one table labeled “Engine Thrust
Limited.”
Aerodynamic Buffet Margin Limit provides a margin expressed as a load
factor or “g’s”. This buffet margin is the load factor the wing could support
before reaching low or high speed buffet. Altitude capability is shown for two
levels of buffet margin.
• 1.3g for smooth air to moderate turbulence.
• 1.5g for moderate turbulence or greater. The increase in buffet margin
provides additional protection against gusts. Use of the greater buffet
margin is left to the judgement of the flight crew.
The FMC observes both the Engine limited and Buffet Margin limited altitude
capability. For the Buffet Margin limit, it only observes 1.3G.
The Flight Planning System will observe both the engine thrust and
aerodynamic buffet margin limits. Normally it will observe a 1.3g buffet
margin. If “Moderate to Occasional Severe” turbulence is forecast
(turbulence indicator 5), it will observe a 1.5g buffet margin and plan the
cruise speed at the turbulence penetration speed. Severe or Extreme
turbulence (turbulence indicator 6 or 7) blocks that route.
Climb Thrust
The FMC provides two prescheduled reduced climb thrust selections on the
N1 limit page. Selecting Climb 1 or 2 will reduce the climb N1 3% for Climb 1
and 6% for Climb 2 (approximately 10% and 20% thrust reduction). Reduced
climb thrust may also be automatically selected by the FMS depending upon
the amount of thrust reduction made for takeoff. Climb thrust reductions are
automatically programmed to be “ramped out” by 15,000 feet during the
climb.
Cruise Information
Cruise information (N1 Required, TAS, CAS, and Fuel Flow) is located in a
series of tables based on selected cruise speed. The available cruise speeds
in this manual are:
• 250 / 320 Knot
• Mach .79
• Two Engine Max Range Cruise (Cost Index Zero)
The 250/320 knot cruise information is used for cruise at low altitude,
generally below 25,000 feet.
The Two Engine Max Range Cruise (MRC) table is provided to determine the
cruise speed with the highest fuel mileage. Cruising at a speed slower than
MRC will decrease fuel mileage and increase time.
Cruise Speed
The flight planning system utilizes many inputs to determine the best cruise
speed for a given flight. Fuel burn, crew costs, aircraft maintenance costs,
forecast wind, and scheduled flight time are some of the major
considerations. Unless these conditions change from the time the flight plan
was generated, fly at the cruise speed shown on the flight plan.
If the actual cruise altitude is significantly lower than the planned altitude, fly
the FMS Econ speed based on the Flight Plan Cost Index.
Cruise Altitude
The flight planning system will determine the best cruise altitude based on
costs, scheduled flight time and forecast winds. Unless other conditions
dictate or change, fly the planned altitude.
The cruise tables indicate the optimum altitude (shaded boxes). This
indicates the altitude in which the specific range at zero wind is the greatest.
To determine the actual optimum altitude, the wind must be considered. If the
wind is more advantageous at an other altitude, use the wind / altitude trade
logic in the FMS or hand calculation to determine the best cruise altitude.
Fuel Mileage
The actual fuel mileage is monitored for each aircraft from the engine
condition readings. This fuel mileage is used to factor the fuel burn on the
flight plan and is shown on the flight plan output as fuel bias. Adjust the fuel
flow and specific range data from the FMS and performance charts by this
factor. Increase the fuel flow for a positive bias and reduce fuel flow for a
negative bias. For example, a bias of P02.2 indicates that the fuel flow from
the charts should be increased by 2.2%.
Holding Information
The Two Engine Holding chart contains holding fuel flow (per engine) and
recommended holding speed for various altitudes and gross weights. The
fuel flow rate is based on Packs ON, standard day, gear and flaps retracted,
and holding in a standard racetrack pattern. Recommended holding speed is
the minimum drag speed.
Dispatch Over Areas of High Terrain

The Dispatch Over Areas of High Terrain section explains the Flight Plan
driftdown data for dispatch.
For enroute operations following an actual engine failure, use the data from
the Emergency / Abnormal Performance section.
-NG Cruise Data
-NG Maximum Climb Thrust

CFM56-7B26 Engines
Based on:
- Climb Speed - 280 KIAS / M.78
- BLD ON
- Wing & Engine Anti-ice OFF N1 - Percent
TAT Pressure Altitude - 1000 Ft

°C S. L. 5 10 15 20 25 30 35 37 41
-40 81.8 84.3 86.8 89.6 92.3 93.9 95.4 97.4 97.9 97.6
-35 82.7 85.1 87.7 90.5 93.1 94.8 96.3 98.3 98.8 98.4
-30 83.5 86.0 88.5 91.3 93.9 95.6 97.1 99.1 99.6 99.3
-25 84.3 86.8 89.4 92.2 94.7 96.4 97.9 100.0 100.5 100.1
-20 85.2 87.6 90.2 93.0 95.5 97.2 98.7 100.8 101.3 101.0
-15 86.0 88.5 91.0 93.8 96.3 98.0 99.6 101.1 100.8 100.4
-10 86.8 89.3 91.9 94.6 97.1 98.8 100.3 100.2 99.8 99.4
-5 87.6 90.1 92.7 95.4 97.8 99.6 100.0 99.2 99.0 98.4
0 88.3 90.9 93.5 96.2 98.6 99.6 99.1 98.5 98.2 97.5
5 89.1 91.7 94.3 97.0 99.2 98.6 98.1 97.7 97.3 96.5
10 89.9 92.5 95.1 97.8 98.3 97.7 97.4 96.9 96.5 95.6
15 90.6 93.2 95.9 97.5 97.4 96.9 96.7 96.2 95.7 94.6
20 91.4 94.0 96.5 96.7 96.6 96.2 96.1 95.4 94.9 93.7
25 92.2 94.8 95.7 95.9 95.9 95.5 95.4 94.7 94.1 92.8
30 92.9 94.8 95.0 95.2 95.1 94.8 94.7 93.9 93.3 91.8
35 94.0 94.3 94.5 94.3 94.0 94.0 93.0 92.4 90.8 93.6
40 93.1 93.3 93.6 93.8 93.4 93.2 93.2 92.3 92.4 90.7
45 92.4 92.6 92.8 93.0 92.6 92.4 92.4 93.0 93.1 91.4
50 91.7 92.0 92.1 92.2 91.7 91.5 92.4 93.7 93.8 92.1
55 91.2 91.3 91.4 90.8 91.5 93.1 94.4 94.5 92.8 91.0
60 90.2 90.5 90.4 90.6 90.4 92.1 93.8 95.1 95.2 93.5
N1 Bleed Corrections:
Engine A/I ON -0.6 -0.6 -0.7 -0.8 -0.9 -0.9 -0.9 -0.8 -0.8 -0.8
Engine & Wing
-1.0 -1.1 -1.2 -1.3 -1.5 -1.6 -1.7 -2.1 -2.1 -2.2
A/I ON
-NG Maximum Cruise Thrust

CFM56-7B26 Engines
Based on:
- BLD ON
Press Alt Total Air Temperature - °C
Mach
1000 Ft -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10
.81 88.9 89.8 90.7 91.7 92.5 93.4 94.3 94.5 93.8 93.0 92.4 91.7 90.9
.80 88.9 89.8 90.7 91.7 92.5 93.4 94.3 94.5 93.8 93.0 92.4 91.7 90.9
.79 89.3 90.2 91.1 92.0 92.9 93.7 94.6 94.4 93.5 92.8 92.1 91.3 90.5
41 .78 89.6 90.5 91.4 92.3 93.2 94.0 94.9 94.3 93.5 92.7 91.9 91.2 90.3
.77 89.6 90.6 91.4 92.3 93.2 94.1 94.9 94.3 93.4 92.7 91.9 91.1 90.2
.76 89.7 90.6 91.5 92.4 93.3 94.1 94.9 94.2 93.4 92.7 91.8 91.0 90.1
.75 89.8 90.7 91.6 92.5 93.4 94.3 94.8 94.1 93.4 92.6 91.8 91.0 90.0
.81 89.1 90.0 91.0 91.9 92.8 93.6 94.5 94.7 94.0 93.2 92.6 92.0 91.4
.80 89.1 90.0 91.0 91.9 92.8 93.6 94.5 94.7 94.0 93.2 92.6 92.0 91.4
.79 89.5 90.4 91.3 92.2 93.1 94.0 94.8 94.6 93.7 93.0 92.4 91.8 91.1
39 .78 89.8 90.7 91.6 92.5 93.4 94.3 95.1 94.5 93.7 93.0 92.4 91.7 91.1
.77 89.8 90.7 91.6 92.5 93.4 94.2 95.1 94.4 93.6 93.0 92.3 91.6 90.9
.76 89.8 90.7 91.6 92.5 93.4 94.2 95.0 94.3 93.5 92.9 92.2 91.5 90.8
.75 89.8 90.7 91.6 92.5 93.4 94.3 94.8 94.1 93.4 92.8 92.1 91.4 90.6
.81 89.3 90.2 91.2 92.1 92.9 93.8 94.7 94.9 94.2 93.4 92.8 92.2 91.6
.80 89.3 90.2 91.2 92.1 92.9 93.8 94.7 94.9 94.2 93.4 92.8 92.2 91.6
.79 89.7 90.6 91.5 92.4 93.3 94.2 95.0 94.7 93.9 93.2 92.6 92.0 91.3
37 .78 89.9 90.9 91.8 92.7 93.6 94.5 95.3 94.7 93.9 93.2 92.6 91.9 91.3
.77 89.9 90.8 91.7 92.6 93.5 94.4 95.3 94.5 93.7 93.1 92.4 91.8 91.1
.76 89.8 90.8 91.7 92.6 93.4 94.3 95.0 94.4 93.6 93.0 92.2 91.6 90.9
.75 89.8 90.7 91.6 92.5 93.4 94.3 94.8 94.1 93.4 92.8 92.1 91.4 90.6
.81 88.7 89.6 90.6 91.5 92.4 93.2 94.1 94.9 94.5 93.8 93.1 92.6 92.0
.80 88.7 89.6 90.6 91.5 92.4 93.2 94.1 94.9 94.5 93.8 93.1 92.6 92.0
.79 89.1 90.0 90.9 91.8 92.7 93.6 94.4 95.0 94.4 93.6 92.9 92.3 91.7
35 .78 89.5 90.4 91.3 92.2 93.1 93.9 94.8 95.0 94.4 93.5 92.9 92.3 91.7
.77 89.5 90.4 91.3 92.2 93.1 94.0 94.8 94.9 94.2 93.4 92.8 92.1 91.6
.76 89.5 90.4 91.3 92.2 93.1 94.0 94.9 94.7 94.0 93.3 92.6 92.0 91.4
.75 89.6 90.5 91.4 92.3 93.2 94.1 94.9 94.6 93.8 93.2 92.5 91.9 91.2
.81 87.5 88.5 89.4 90.4 91.3 92.2 93.1 94.0 94.9 94.2 93.4 92.9 92.3
.80 87.5 88.5 89.4 90.4 91.3 92.2 93.1 94.0 94.9 94.2 93.4 92.9 92.3
.79 87.8 88.7 89.7 90.6 91.6 92.5 93.4 94.3 94.7 94.0 93.3 92.8 92.1
33 .78 87.9 88.9 89.8 90.8 91.7 92.6 93.5 94.4 94.7 94.1 93.4 92.8 92.1
.77 88.2 89.1 90.1 91.0 91.9 92.8 93.7 94.6 94.7 94.0 93.3 92.7 92.0
.76 88.5 89.4 90.3 91.3 92.2 93.1 94.0 94.8 94.7 93.9 93.2 92.6 91.9
.75 88.8 89.7 90.7 91.6 92.5 93.3 94.2 95.0 94.6 93.8 93.1 92.5 91.8

Mach
1000 Ft -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10
.81 86.4 87.3 88.2 89.1 90.0 90.9 91.8 92.7 93.5 94.3 93.6 92.9 92.3
.80 86.4 87.3 88.2 89.1 90.0 90.9 91.8 92.7 93.5 94.3 93.6 92.9 92.3
.79 86.7 87.7 88.6 89.5 90.4 91.3 92.1 93.0 93.9 94.2 93.4 92.7 92.2
31 .78 87.0 87.9 88.9 89.8 90.7 91.6 92.4 93.3 94.2 94.2 93.5 92.8 92.3
.77 87.2 88.1 89.1 90.0 90.9 91.8 92.7 93.6 94.4 94.2 93.4 92.7 92.2
.76 87.4 88.3 89.3 90.2 91.2 92.1 93.0 93.8 94.7 94.2 93.4 92.7 92.1
.75 87.5 88.5 89.5 90.4 91.4 92.3 93.2 94.1 95.0 94.1 93.3 92.6 92.1
.81 85.3 86.2 87.1 88.0 88.9 89.8 90.7 91.5 92.4 93.3 93.8 93.1 92.5
.80 85.3 86.2 87.1 88.0 88.9 89.8 90.7 91.5 92.4 93.3 93.8 93.1 92.5
.79 85.5 86.4 87.3 88.2 89.1 90.0 90.9 91.8 92.7 93.5 93.6 93.0 92.3
29 .78 85.6 86.6 87.5 88.4 89.3 90.2 91.1 92.0 92.9 93.7 93.6 92.9 92.4
.77 85.8 86.8 87.7 88.6 89.5 90.4 91.3 92.2 93.1 94.0 93.6 92.9 92.4
.76 86.0 87.0 87.9 88.8 89.8 90.7 91.6 92.4 93.3 94.2 93.6 92.9 92.4
.75 86.2 87.2 88.1 89.0 90.0 90.9 91.8 92.7 93.5 94.3 93.6 92.9 92.4
.81 84.1 85.0 85.9 86.8 87.7 88.6 89.4 90.3 91.2 92.0 92.9 93.4 92.8
.80 84.1 85.0 85.9 86.8 87.7 88.6 89.4 90.3 91.2 92.0 92.9 93.4 92.8
.79 84.3 85.3 86.2 87.1 88.0 88.8 89.7 90.6 91.5 92.3 93.2 93.2 92.7
27 .78 84.5 85.5 86.4 87.3 88.2 89.1 90.0 90.8 91.7 92.5 93.4 93.2 92.6
.77 84.7 85.7 86.6 87.5 88.4 89.3 90.2 91.1 91.9 92.8 93.6 93.2 92.6
.76 85.0 85.9 86.8 87.7 88.6 89.5 90.4 91.3 92.2 93.0 93.8 93.2 92.6
.75 85.2 86.1 87.0 87.9 88.8 89.7 90.6 91.5 92.4 93.3 93.8 93.2 92.6
.80 83.3 84.2 85.1 86.0 86.8 87.7 88.6 89.4 90.3 91.1 92.0 92.8 92.8
.79 83.3 84.2 85.1 86.0 86.9 87.8 88.7 89.5 90.4 91.2 92.1 92.9 92.8
.78 83.5 84.4 85.3 86.2 87.1 88.0 88.9 89.7 90.6 91.4 92.3 93.1 92.8
25
.77 83.7 84.6 85.5 86.4 87.3 88.2 89.0 89.9 90.8 91.6 92.5 93.3 92.8
.76 83.9 84.8 85.7 86.6 87.5 88.4 89.2 90.1 91.0 91.8 92.7 93.3 92.8
.75 84.1 85.0 85.9 86.8 87.7 88.6 89.4 90.3 91.2 92.0 92.9 93.3 92.8
N1 Bleed Corrections
Bleed Pressure Altitude - 1000 Ft
Configuration S.L. 5 10 15 20 25 30 35 37 41
Engine A/I ON -0.6 -0.6 -0.7 -0.8 -0.9 -0.9 -0.9 -0.8 -0.8 -0.8
Engine & Wing
-1.0 -1.1 -1.2 -1.3 -1.5 -1.6 -1.7 -2.1 -2.1 -2.2
A/I ON
-NG 320 / 250 Knot Cruise

Based on : N1 Required - Percent
- 250 Kts IAS to 10,000 Feet Specific Range - NM/1000 Lbs
- 320 Kts IAS above 10,000 Feet Fuel Flow per Engine - Lbs/Hr
IAS - Kts Gross Weight - 1000 Lbs
Press Alt
Std TAS
1000 Ft 170 160 150 140 130 120 110 100 90
ISA - °C
320 85.2 84.8 84.4 84.0 83.6 83.4 83.2 83.1 83.1
25 458 66.5 67.5 68.6 69.8 70.6 71.4 71.8 72.0 72.1
-34 3447 3392 3337 3283 3243 3209 3190 3181 3176
320 83.7 83.2 82.8 82.4 82.1 81.9 81.7 81.6 81.6
23 445 64.5 65.6 66.7 67.7 68.5 69.1 69.5 69.7 69.9
-31 3450 3390 3333 3285 3246 3217 3199 3188 3181
320 82.2 81.7 81.3 80.9 80.6 80.4 80.3 80.1 80.1
21 432 62.2 63.3 64.4 65.4 66.1 66.6 67.0 67.3 67.5
-27 3469 3409 3353 3303 3267 3241 3222 3207 3199
320 80.7 80.2 79.8 79.4 79.2 79.0 78.8 78.7 78.6
19 419 60.2 61.2 62.2 63.1 63.7 64.2 64.7 65.0 65.1
-23 3482 3422 3368 3322 3288 3262 3241 3224 3217
320 79.2 78.8 78.4 78.1 77.8 77.6 77.4 77.3 77.2
17 407 58.3 59.2 60.1 60.8 61.4 61.9 62.3 62.6 62.7
-19 3493 3437 3388 3346 3316 3288 3265 3250 3243
320 77.7 77.3 77.0 76.6 76.4 76.2 76.0 75.9 75.8
15 395 56.2 57.0 57.8 58.5 59.0 59.5 59.9 60.2 60.3
-15 3517 3466 3419 3382 3351 3323 3300 3285 3280
320 76.3 75.9 75.6 75.3 75.1 74.8 74.6 74.5 74.5
13 384 54.1 54.9 55.6 56.3 56.8 57.3 57.7 58.0 58.0
-11 3546 3498 3451 3413 3381 3351 3327 3312 3310
320 75.0 74.6 74.2 73.9 73.7 73.4 73.2 73.1 73.1
11 373 52.3 53.0 53.8 54.4 54.9 55.5 55.9 56.1 56.1
-7 3569 3519 3469 3431 3397 3365 3339 3326 3325
250 67.4 66.3 65.3 64.5 63.8 63.0 62.4 61.7 61.2
9 284 50.8 53.1 55.1 56.8 58.4 59.9 61.2 62.6 63.7
-3 2799 2678 2582 2504 2437 2376 2322 2273 2233
250 66.0 64.9 63.9 63.0 62.2 61.4 60.8 60.2 59.7
7 276 49.1 51.3 53.1 54.7 56.2 57.6 58.9 60.1 61.2
1 2813 2695 2601 2523 2456 2398 2345 2297 2258
IAS - Kts Gross Weight - 1000 Lbs

Press Alt
Std TAS
1000 Ft 170 160 150 140 130 120 110 100 90
ISA - °C
250 64.6 63.3 62.2 61.3 60.6 59.9 59.3 58.7 58.3
5 268 47.4 49.4 51.1 52.7 54.1 55.3 56.5 57.6 58.6
5 2831 2716 2624 2547 2482 2426 2376 2329 2291
250 62.9 61.6 60.6 59.8 59.1 58.5 58.0 57.4 56.9
3 261 45.6 47.5 49.1 50.5 51.8 52.9 54.0 55.0 55.9
9 2859 2746 2657 2582 2519 2465 2417 2371 2333
Corrections for Temperature Deviation from Standard:

N1 – Add / Subtract 1.9% N1 for each 10°C Hotter / Colder standard
day
TAS – Add / Subtract 1 knot for each 1°C Hotter / Colder standard day
Fuel Flow – Add / Subtract 3% for each 10°C Hotter / Colder standard day
Specific Range – Add / Subtract 1 .0% for each 10°C Colder / Hotter standard day
-NG Mach .79 Cruise

N1 Required - Percent
Specific Range - NM/1000 Lb
Fuel Flow per Engine - Lb/Hr
Press ISA - °C Gross Weight - 1000 Lbs
Altitude IAS - Kts
1000 Ft Std TAS 170 160 150 140 130 120 110 100 90
-57 90.7 88.5 87.2 86.0 85.0

41 233 95.1 102.9 108.3 113.7 116.9
453 2382 2202 2091 1993 1938
-57 93.1 89.6 87.9 86.8 85.7 84.9 84.2
39 244 81.2 90.2 95.9 100.4 104.9 108.9 112.0
453 2791 2512 2363 2257 2160 2081 2023
-57 90.8 88.6 87.4 86.4 85.4 84.6 84.0 83.4
37 256 79.0 85.4 89.5 93.3 97.1 100.4 103.1 105.6
453 2868 2653 2532 2427 2334 2255 2198 2146
-54 89.6 88.2 87.2 86.3 85.5 84.7 84.2 83.6 83.1
35 268 76.3 80.5 83.7 87.0 90.1 92.8 95.0 97.1 99.2
455 2984 2827 2719 2616 2527 2452 2396 2344 2294
-50 88.3 87.4 86.6 85.8 85.2 84.7 84.2 83.7 83.3
33 281 75.5 78.2 81.0 83.5 85.7 87.5 89.3 91.1 92.5
459 3042 2937 2837 2751 2680 2624 2572 2520 2484
-46 87.5 86.8 86.1 85.6 85.1 84.7 84.2 83.9 83.7
31 293 73.2 75.5 77.6 79.4 80.9 82.4 83.9 85.1 85.7
464 3164 3070 2986 2920 2866 2813 2761 2723 2704
-42 87.0 86.4 86.0 85.6 85.1 84.7 84.4 84.2 84.2
29 306 70.6 72.3 73.7 74.9 76.2 77.6 78.6 79.1 79.4
468 3313 3235 3174 3120 3066 3014 2976 2955 2945
-38 86.8 86.4 86.0 85.6 85.2 84.9 84.8 84.7 84.7
27 320 67.5 68.6 69.7 70.8 71.9 72.7 73.2 73.5 73.6
472 3494 3437 3384 3329 3278 3241 3220 3209 3204
-35 86.8 86.4 86.0 85.7 85.5 85.3 85.2 85.2 85.2
25 333 64.0 64.9 65.9 66.8 67.5 67.8 68.1 68.2 68.2
476 3718 3664 3609 3560 3525 3504 3493 3488 3488
Shaded Boxes identify optimum altitude for zero wind fuel mileage.

day
Altitude Capability
Maximum altitude is the lower of the Buffet Margin Limited or Engine Limited
Altitude Capability.
Maximum Weight - 1000 Lbs
Engine Limited Buffet Margin Limited
Temperature Deviation - °C 1.3G 1.5G
Pressure
Smooth Air to Moderate
Altitude 10 &
15 20 25 30 Moderate Turbulence
1000 Ft colder Turbulence and Greater
41 134 128 118 105 87 133 115
40 141 135 126 112 96 139 121
39 149 143 134 120 104 146 127
38 157 151 142 128 112 153 133
37 165 159 150 136 120 161 140
36 173 167 158 143 126 169 146
35 181 175 165 149 131 177 154
34 189 181 170 153 133 186 161
33 196 188 174 156 135 195 169
32 203 194 176 158 134 204 177
31 210 199 178 158 131 214 185
30 217 203 180 159 128 224 194
-NG Two Engine Max Range Cruise (Cost Index Zero)

N1 Required
Mach
Std TAS - kts
Specific Range - NM/1000 Lbs
Fuel Flow per Engine - Lbs/Hr
Press Alt Gross Weight - 1000 Lb
ISA - °C
1000 Ft 170 160 150 140 130 120 110 100 90
94.4 90.2 87.8 85.9 83.7 81.3
.773 .774 .767 .750 .725 .692
41 -57 443 444 440 430 416 397
84.9 96.1 103.9 109.3 116.3 123.5
2610 2310 2117 1969 1786 1607
92.4 89.2 87.2 85.5 83.5 81.3 78.9
.774 .773 .764 .748 .725 .695 .661
39 -57 444 443 438 429 416 399 379
82.3 90.8 96.9 102.6 107.4 113.4 119.9
2694 2440 2262 2090 1934 1757 1581
93.8 90.2 88.1 86.5 84.9 83.1 81.1 78.9 76.4
.773 .774 .771 .760 .744 .722 .695 .664 .631
37 -57 443 444 442 436 427 414 399 381 362
71.9 79.9 85.9 90.7 95.6 100.7 104.7 110.1 116.3
3082 2779 2572 2403 2232 2055 1903 1729 1555
89.2 87.6 86.2 84.7 82.9 81.1 79.1 76.8 74.4
.773 .767 .755 .738 .717 .692 .664 .634 .605
35 -54 446 442 435 426 413 399 383 365 349
76.9 81.3 85.0 89.2 93.5 97.9 102.7 106.7 112.7
2895 2718 2559 2386 2209 2036 1862 1711 1546
87.4 86.1 84.6 83.0 81.3 79.4 77.3 75.2 72.8
.761 .748 .731 .711 .687 .661 .634 .607 .582
33 -50 443 435 425 414 400 385 369 353 338
76.5 79.7 83.3 87.0 90.7 94.9 99.6 103.5 108.7
2895 2729 2552 2377 2203 2027 1851 1707 1557
86.0 84.5 83.0 81.4 79.7 77.7 75.7 73.6 71.4
.740 .723 .704 .681 .657 .632 .608 .585 .561
31 -46 434 424 413 400 386 371 357 343 329
75.0 78.1 81.1 84.4 88.0 92.1 96.8 99.8 104.0
2896 2718 2545 2369 2191 2013 1843 1718 1581
84.4 82.9 81.5 79.8 78.0 76.2 74.2 72.1 69.9
.714 .695 .674 .652 .629 .607 .586 .564 .540
29 -42 423 411 399 386 372 359 347 334 320
73.3 76.0 78.8 82.0 85.7 89.7 93.8 95.8 99.6
2882 2707 2530 2352 2173 2002 1849 1742 1604
82.8 81.4 79.8 78.2 76.5 74.6 72.7 70.7 68.3
.686 .666 .645 .625 .605 .585 .565 .544 .519
27 -38 409 398 385 373 361 349 338 325 310
71.5 74.0 76.8 80.1 83.6 87.1 90.4 91.9 95.7
2864 2686 2507 2327 2157 2005 1867 1766 1619
81.3 79.8 78.2 76.6 74.9 73.2 71.3 69.2 66.6
.657 .638 .619 .601 .583 .565 .545 .523 .498
25 -35 396 384 373 362 351 340 328 315 300
69.6 72.2 75.1 78.1 81.0 83.9 86.9 88.3 91.8
2841 2660 2482 2316 2167 2028 1889 1783 1632

ISA - °C
1000 Ft 170 160 150 140 130 120 110 100 90
79.6 78.2 76.7 75.1 73.5 71.8 69.8 67.5 65.0
.630 .613 .597 .581 .564 .545 .525 .502 .477
23 -31 383 372 362 352 342 331 319 305 290
67.7 70.2 72.7 75.2 77.6 80.2 83.1 84.6 88.0
2827 2651 2491 2344 2205 2064 1918 1803 1646
78.0 76.6 75.2 73.6 72.1 70.2 68.1 65.8 63.5
.607 .592 .577 .561 .544 .526 .505 .482 .457
21 -27 371 362 353 343 333 322 309 295 280
65.5 67.6 69.6 71.7 74.0 76.5 79.4 82.5 84.3
2834 2678 2534 2394 2251 2100 1945 1787 1659

day
Altitude Capability
Pressure
Altitude 10 &
15 20 25 Moderate Turbulence
41 136 130 122 112 134 115
40 143 137 129 119 140 121
39 151 145 136 126 147 127
38 159 153 144 133 155 133
37 167 161 152 141 162 140
36 176 169 160 148 170 147
35 184 177 167 155 179 154
34 191 184 173 160 187 161
33 199 191 179 166 196 169
32 206 197 183 170 206 177
31 214 203 187 175 215 185
30 221 208 192 180 225 194
-NG Initial Buffet Speeds

1.0 G
Press Gross Weight - 1000 lbs
Alt
1000 ft 170 160 140 120 100
.749 .803 .713 .82 .654 .82 .593 .82 .525 .82
41
220 238 208 243 190 243 171 243 150 243
.696 .82 .669 .82 .616 .82 .557 .82 .492 .82
39
213 255 204 255 186 255 167 255 147 255
.655 .82 .630 .82 .579 .82 .522 .82 .462 .82
37
209 267 200 267 183 267 164 267 144 267
.617 .82 .593 .82 .543 .82 .489 .82 .434 .82
35
205 279 197 279 179 279 160 279 142 279
.58 .82 .557 .82 .509 .82 .459 .82 .410 .82
33
201 292 193 292 175 292 158 292 140 292
.545 .82 .523 .82 .478 .82 .433 .82 .387 .82
31
197 306 189 306 172 306 155 306 138 306
.513 .82 .492 .82 .450 .82 .409 .820 .367 .82
29
193 319 185 319 169 319 153 319 137 319
.483 .82 .464 .82 .426 .82 .388 .82 .349 .82
27
190 333 182 333 167 333 151 333 136 333
.456 .82 .438 .82 .403 .82 .369 .82 .333 .82
25
187 340 179 340 165 340 150 340 135 340
1.3 G (40° Bank), Smooth Air to Moderate Turbulence
Alt
1000 ft 170 160 140 120 100
.701 .82 .624 .82
41
204 243 180 243
.732 .807 .659 .82 .587 .82
39
225 250 200 255 177 255
.756 .798 .683 .82 .620 .82 .551 .82
37
244 259 218 267 197 267 173 267
.733 .808 .701 .82 .643 .82 .583 .82 .516 .82
35
247 275 235 279 214 279 193 279 170 279
.685 .82 .659 .82 .606 .82 .548 .82 .484 .82
33
240 292 230 292 211 292 189 292 166 292
.646 .82 .622 .82 .571 .82 .515 .82 .456 .82
31
236 306 227 306 207 306 186 306 164 306
.61 .82 .586 .82 .537 .82 .483 .82 .429 .82
29
232 319 223 319 203 319 182 319 161 319
.576 .82 .553 .82 .505 .82 .456 .82 .407 .82
27
228 333 219 333 199 333 179 333 159 333
.543 .82 .521 .82 .476 .82 .431 .82 .386 .82
25
224 340 214 340 195 340 176 340 157 340
1.5 G (48° Bank), Moderate Turbulence and Greater

Alt
1000 ft 170 160 140 120 100
.683 .82
41
199 243
.725 .814 .643 .82
39
222 249 195 255
.763 .781 .678 .82 .605 .82
37
246 253 217 267 192 267
.705 .82 .639 .82 .568 .82
35
237 279 213 279 188 279
.766 .768 .726 .814 .663 .82 .602 .82 .533 .82
33
271 272 256 286 232 292 209 292 184 292
.709 .82 .681 .82 .626 .82 .567 .82 .501 .82
31
261 306 249 306 228 306 205 306 180 306
.668 .82 .642 .82 .591 .82 .532 .82 .471 .82
29
255 319 245 319 224 319 201 319 177 319
.631 .82 .608 .82 .557 .82 .502 .82 .445 .82
27
251 333 241 333 220 333 197 333 174 333
.597 .82 .574 .82 .525 .82 .473 .82 .421 .82
25
247 340 237 340 216 340 194 340 172 340
Table Use
These tables show speeds at which initial buffet will occur. For each weight
and altitude both low speed and high speed values are shown by Mach
number and IAS.
The upper two numbers in each box is the low and high speed Mach number.
The lower two numbers are the low and high speed IAS.
NOTE
Do not use these charts to determine altitude capability, use cruise
charts.
Speeds in Italics are faster than VMO and / or MMO of 340 Kts / M .82
-NG Two Engine Holding

Based On: N1 Required - Percent
- Flaps and Gear Retracted IAS - Kts
- Racetrack Pattern Fuel Flow per Engine - Lbs/Hr
Press Gross Weight - 1000 Lbs
Alt 1000
Ft 170 160 150 140 130 120 110 100 90
90.1 87.6 85.4 83.1 80.6
41 217 211 201 191 180
2370 2140 1970 1780 1600
92.6 89.0 87.0 85.0 82.9 80.6 78.1
39 227 227 219 209 200 190 179
2780 2500 2280 2090 1930 1750 1570
94.3 90.3 88.0 86.2 84.4 82.5 80.4 78.2 75.6
37 238 238 235 227 218 208 199 189 179
3180 2860 2620 2420 2230 2050 1890 1720 1550
89.1 87.4 85.8 84.1 82.3 80.4 78.4 76.1 73.5
35 250 242 234 225 217 207 198 188 178
2970 2760 2570 2380 2200 2030 1880 1710 1540
87.1 85.7 84.1 82.4 80.7 78.8 76.6 74.3 71.7
33 249 241 233 224 216 206 197 188 177
2920 2730 2550 2370 2190 2020 1870 1700 1550
85.5 84.0 82.4 80.8 79.0 77.0 74.9 72.5 70.0
31 248 240 232 223 215 206 197 187 177
2900 2710 2540 2360 2190 2010 1870 1710 1560
83.8 82.4 80.8 79.1 77.3 75.3 73.1 70.8 68.3
29 246 239 231 222 214 205 196 186 176
2880 2700 2520 2350 2170 2000 1870 1720 1570
82.2 80.8 79.2 77.5 75.6 73.5 71.4 69.2 66.5
27 245 238 230 222 213 204 195 186 176
2860 2680 2510 2330 2160 2000 1880 1740 1580
80.7 79.1 77.5 75.8 73.9 71.9 69.8 67.4 64.7
25 244 237 229 221 213 204 195 185 176
2840 2660 2490 2320 2160 2000 1890 1740 1590
76.3 74.8 73.2 71.6 69.7 67.6 65.4 63.3 60.9
20 242 235 227 219 211 203 194 184 175
2850 2690 2540 2380 2220 2060 1900 1780 1620
72.3 70.7 69.0 67.3 65.5 63.7 61.6 59.1 56.5
15 241 233 226 218 210 202 193 184 174
2910 2750 2580 2420 2260 2100 1940 1820 1660
68.2 66.7 65.3 63.7 61.7 59.5 57.4 55.3 52.9
10 240 232 225 217 209 201 192 183 173
2940 2780 2620 2460 2300 2140 1990 1870 1710
64.6 63.0 61.2 59.4 57.7 55.8 53.9 51.7 49.3
5 239 232 224 216 209 200 191 182 173
2970 2820 2660 2500 2350 2190 2040 1880 1770
61.6 60.1 58.5 56.9 55.2 53.4 51.4 49.3 47.0
1.5 238 231 224 216 208 199 191 182 173
3030 2870 2710 2560 2400 2250 2100 1950 1830
Correction: For straight and level flight, subtract 5% from the fuel flow.
-MAX 8 Cruise Data
-MAX 8 Maximum Climb Thrust

LEAP-1B28 Engines
Based on:
- Climb Speed - 280 KIAS / M.78
- BLD ON
TAT Pressure Altitude - 1000 Ft

°C S. L. 5 10 15 20 25 30 35 37 41
-50 73.8 76.2 78.8 81.1 83.1 84.8 86.2 88.6 88.6 87.6
-45 74.6 77.1 79.7 82.0 84.1 85.7 87.1 89.5 89.5 88.5
-40 75.4 77.9 80.6 82.9 85.0 86.6 88.0 90.5 90.5 89.5
-35 76.2 78.7 81.5 83.8 85.9 87.5 89.0 91.4 91.5 90.4
-30 77.0 79.6 82.3 84.7 86.7 88.4 89.9 92.4 92.4 91.4
-25 77.8 80.4 83.1 85.5 87.5 89.3 90.8 93.3 93.4 92.3
-20 78.6 81.2 84.0 86.3 88.3 90.2 91.7 94.3 94.3 93.2
-15 79.4 82.0 84.8 87.1 89.1 91.1 92.6 94.7 93.8 92.7
-10 80.1 82.8 85.6 87.9 89.9 91.9 93.5 93.9 93.1 91.9
-5 80.9 83.6 86.3 88.7 90.7 92.8 93.2 93.1 92.3 91.2
0 81.6 84.3 87.1 89.4 91.5 92.8 92.4 92.3 91.6 90.6
5 82.4 85.1 87.9 90.2 92.2 91.9 91.7 91.8 90.9 89.9
10 83.1 85.9 88.6 91.0 91.2 91.0 90.9 91.1 90.4 89.2
15 83.9 86.6 89.4 90.7 90.0 90.0 90.1 90.3 89.9 89.1
20 84.6 87.4 90.0 89.6 89.1 88.9 89.3 89.5 89.4 88.6
25 85.3 88.1 89.0 88.6 88.2 87.8 88.6 88.8 88.5 88.1
30 86.0 88.0 88.0 87.6 87.1 87.0 87.9 88.3 88.0 87.4
35 86.7 87.0 87.1 86.4 86.3 86.1 87.1 88.0 87.6 86.8
40 86.0 86.0 86.0 85.4 85.4 85.1 84.8 84.2 84.0 83.5
45 85.0 85.1 84.8 84.5 84.4 83.8 83.2 82.1 81.7 80.8
50 84.1 83.9 83.8 83.4 83.2 83.0 82.8 81.5 81.0 79.9
N1 Bleed Corrections:
Engine A/I ON -0.2 -0.4 -1.2 -1.3 -1.3 -1.3 -1.4 -2.1 -2.2 -2.2
Engine & Wing
-0.6 -0.9 -2.3 -3.0 -3.2 -3.2 -3.2 -4.4 -4.4 -4.4
A/I ON
-MAX 8 Maximum Cruise Thrust

LEAP-1B28 Engines
Based on:
- BLD ON
Mach
1000 Ft -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10
.82 84.1 85.1 86.0 86.9 87.8 88.7 89.6 90.2 89.8 89.6 89.0 88.4 87.8
.81 84.3 85.2 86.2 87.1 88.0 88.9 89.8 90.1 89.8 89.5 88.9 88.3 87.7
.80 84.5 85.4 86.3 87.2 88.1 89.0 89.9 90.1 89.8 89.4 88.8 88.2 87.6
.79 84.6 85.5 86.5 87.4 88.3 89.2 90.1 90.1 89.7 89.3 88.8 88.1 87.5
41 .78 84.7 85.7 86.6 87.5 88.4 89.3 90.2 90.0 89.7 89.3 88.7 88.0 87.5
.77 84.9 85.8 86.7 87.6 88.6 89.4 90.3 90.0 89.7 89.2 88.6 87.9 87.4
.76 85.0 85.9 86.9 87.8 88.7 89.6 90.4 89.9 89.6 89.1 88.5 87.9 87.3
.75 85.1 86.1 87.0 87.9 88.8 89.7 90.3 89.9 89.6 89.1 88.5 87.8 87.3
.82 84.6 85.6 86.5 87.4 88.3 89.3 90.1 90.7 90.3 90.2 89.6 88.9 88.2
.81 84.8 85.7 86.7 87.6 88.5 89.4 90.3 90.7 90.3 90.1 89.5 88.8 88.1
.80 85.0 85.9 86.8 87.8 88.7 89.6 90.5 90.7 90.3 90.0 89.4 88.7 88.0
.79 85.1 86.1 87.0 87.9 88.8 89.7 90.6 90.6 90.3 89.9 89.3 88.7 88.0
39 .78 85.2 86.2 87.1 88.1 89.0 89.9 90.8 90.6 90.3 89.8 89.2 88.6 88.0
.77 85.4 86.3 87.3 88.2 89.1 90.0 90.9 90.5 90.2 89.8 89.2 88.5 87.9
.76 85.5 86.5 87.4 88.4 89.3 90.2 91.0 90.5 90.2 89.7 89.1 88.4 87.9
.75 85.7 86.6 87.6 88.5 89.4 90.3 90.9 90.5 90.2 89.6 89.0 88.3 87.9
.82 84.9 85.8 86.8 87.7 88.6 89.5 90.4 91.0 90.6 90.4 89.9 89.3 88.6
.81 85.1 86.0 87.0 87.9 88.8 89.7 90.6 91.0 90.6 90.4 89.8 89.2 88.5
.80 85.3 86.2 87.1 88.1 89.0 89.9 90.8 90.9 90.6 90.3 89.8 89.2 88.5
.79 85.4 86.3 87.2 88.2 89.1 90.0 90.9 90.9 90.5 90.2 89.7 89.1 88.5
37 .78 85.4 86.4 87.3 88.3 89.2 90.1 91.0 90.8 90.5 90.2 89.6 89.0 88.5
.77 85.5 86.5 87.4 88.4 89.3 90.2 91.1 90.8 90.5 90.1 89.6 89.0 88.5
.76 85.6 86.6 87.5 88.4 89.4 90.3 91.1 90.7 90.5 90.1 89.5 88.9 88.5
.75 85.7 86.6 87.6 88.5 89.4 90.3 91.0 90.7 90.6 90.0 89.5 88.9 88.4
.82 84.9 85.8 86.8 87.7 88.6 89.5 90.4 91.3 91.2 90.8 90.6 90.1 89.4
.81 85.1 86.0 87.0 87.9 88.8 89.7 90.6 91.5 91.1 90.8 90.5 90.0 89.4
.80 85.3 86.2 87.2 88.1 89.0 89.9 90.8 91.6 91.1 90.8 90.5 89.9 89.3
.79 85.4 86.3 87.2 88.2 89.1 90.0 90.9 91.5 91.0 90.8 90.4 89.9 89.3
35 .78 85.4 86.4 87.3 88.2 89.1 90.0 90.9 91.4 91.0 90.8 90.4 89.8 89.2
.77 85.5 86.4 87.4 88.3 89.2 90.1 91.0 91.3 91.0 90.8 90.3 89.8 89.1
.76 85.6 86.5 87.4 88.4 89.3 90.2 91.1 91.2 91.0 90.8 90.3 89.7 89.1
.75 85.6 86.6 87.5 88.4 89.3 90.2 91.1 91.2 91.0 90.8 90.2 89.7 89.0
.82 84.1 85.0 86.0 86.9 87.8 88.7 89.6 90.4 91.3 91.2 90.9 90.4 89.8
.81 84.3 85.2 86.1 87.1 88.0 88.9 89.7 90.6 91.5 91.2 90.8 90.4 89.7
.80 84.5 85.4 86.3 87.2 88.1 89.0 89.9 90.8 91.5 91.1 90.8 90.3 89.7
.79 84.6 85.5 86.4 87.4 88.3 89.2 90.1 90.9 91.5 91.1 90.8 90.2 89.6
33 .78 84.7 85.6 86.5 87.5 88.4 89.3 90.2 91.0 91.4 91.0 90.7 90.1 89.5
.77 84.8 85.7 86.6 87.6 88.5 89.4 90.3 91.1 91.3 90.9 90.6 90.0 89.4
.76 84.9 85.8 86.7 87.7 88.6 89.5 90.4 91.2 91.2 90.9 90.5 90.0 89.3
.75 85.0 85.9 86.8 87.7 88.6 89.5 90.4 91.3 91.1 90.8 90.5 89.9 89.2

Mach
1000 Ft -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10
.82 83.2 84.1 85.0 85.9 86.8 87.7 88.5 89.4 90.2 91.1 90.9 90.4 89.8
.81 83.4 84.3 85.2 86.1 87.0 87.9 88.7 89.6 90.5 91.2 90.8 90.4 89.8
.80 83.6 84.5 85.4 86.3 87.2 88.1 88.9 89.8 90.7 91.2 90.8 90.3 89.7
.79 83.7 84.6 85.5 86.4 87.3 88.2 89.1 89.9 90.8 91.2 90.8 90.3 89.7
31
.78 83.8 84.8 85.7 86.6 87.5 88.4 89.2 90.1 91.0 91.1 90.7 90.2 89.6
.77 84.0 84.9 85.8 86.7 87.6 88.5 89.4 90.2 91.1 91.1 90.7 90.2 89.5
.76 84.1 85.0 85.9 86.8 87.7 88.6 89.5 90.4 91.3 91.1 90.7 90.1 89.4
.75 84.2 85.1 86.1 87.0 87.9 88.8 89.6 90.5 91.4 91.0 90.6 90.0 89.3
.82 81.9 82.9 83.7 84.6 85.5 86.4 87.2 88.1 88.9 89.7 90.5 89.9 89.2
.81 82.1 83.0 83.9 84.8 85.7 86.5 87.4 88.2 89.1 89.9 90.5 89.9 89.2
.80 82.2 83.2 84.1 84.9 85.8 86.7 87.5 88.4 89.2 90.1 90.4 89.8 89.1
.79 82.4 83.3 84.2 85.1 86.0 86.9 87.7 88.6 89.4 90.2 90.4 89.8 89.1
29
.78 82.6 83.5 84.4 85.3 86.2 87.0 87.9 88.7 89.6 90.4 90.4 89.7 89.0
.77 82.7 83.7 84.6 85.4 86.3 87.2 88.1 88.9 89.8 90.6 90.4 89.7 89.0
.76 82.9 83.8 84.7 85.6 86.5 87.4 88.2 89.1 89.9 90.8 90.3 89.7 88.9
.75 83.1 84.0 84.9 85.8 86.7 87.5 88.4 89.2 90.1 90.8 90.3 89.6 88.9
.82 81.2 82.1 83.0 83.9 84.7 85.6 86.4 87.2 88.1 88.9 89.7 90.3 89.5
.81 81.4 82.3 83.2 84.0 84.9 85.7 86.6 87.4 88.2 89.1 89.9 90.3 89.5
.80 81.5 82.4 83.3 84.2 85.1 85.9 86.8 87.6 88.4 89.2 90.1 90.2 89.4
.79 81.7 82.6 83.5 84.4 85.2 86.1 86.9 87.8 88.6 89.4 90.2 90.1 89.4
27
.78 81.8 82.7 83.6 84.5 85.4 86.2 87.1 87.9 88.8 89.6 90.4 90.1 89.3
.77 82.0 82.9 83.8 84.7 85.5 86.4 87.2 88.1 88.9 89.7 90.6 90.0 89.2
.76 82.1 83.0 83.9 84.8 85.7 86.5 87.4 88.2 89.1 89.9 90.7 90.0 89.1
.75 82.2 83.1 84.0 84.9 85.8 86.7 87.5 88.4 89.2 90.1 90.6 89.9 89.1
.80 80.6 81.5 82.4 83.3 84.1 85.0 85.8 86.6 87.4 88.2 89.0 89.8 89.7
.79 80.8 81.7 82.6 83.5 84.3 85.2 86.0 86.8 87.6 88.4 89.2 90.0 89.7
.78 81.0 81.9 82.8 83.7 84.5 85.4 86.2 87.0 87.8 88.6 89.4 90.2 89.6
25
.77 81.2 82.1 83.0 83.8 84.7 85.5 86.4 87.2 88.0 88.8 89.6 90.4 89.5
.76 81.3 82.2 83.1 84.0 84.9 85.7 86.5 87.4 88.2 89.0 89.8 90.4 89.5
.75 81.5 82.4 83.3 84.2 85.0 85.9 86.7 87.5 88.4 89.2 90.0 90.3 89.4
.77 80.0 80.9 81.8 82.7 83.5 84.3 85.2 85.9 86.7 87.5 88.3 89.1 89.7
23 .76 80.2 81.1 82.0 82.9 83.7 84.5 85.3 86.1 86.9 87.7 88.5 89.3 89.6
.75 80.4 81.3 82.2 83.1 83.9 84.7 85.5 86.3 87.1 87.9 88.7 89.5 89.6
N1 Bleed Corrections
Bleed Pressure Altitude - 1000 Ft
Configuration 23 25 27 29 31 33 35 37 39 41
Engine A/I ON -0.9 -0.9 -0.9 -1.0 -1.0 -1.2 -1.5 -1.6 -1.6 -1.6
Eng & Wng A/I
-2.3 -2.3 -2.4 -2.5 -2.5 -2.8 -3.3 -3.3 -3.3 -3.3
ON
-MAX 8 320 / 250 Knot Cruise

- 250 Kts IAS to 10,000 Feet Specific Range - NM/1000 Lbs
- 320 Kts IAS above 10,000 Feet Fuel Flow per Engine - Lbs/Hr
Press IAS - Kts Gross Weight - 1000 lbs
Alt 1000 Std TAS
Ft ISA - °C 180 170 160 150 140 130 120 110
320 82.6 82.1 81.7 81.2 80.9 80.5 80.2 80.0
27 472 78.7 80.1 81.4 82.7 83.9 85.0 85.9 86.7
-46 3001 2949 2899 2854 2814 2778 2747 2722
320 81.0 80.5 80.1 79.7 79.3 78.9 78.6 78.4
25 458 76.6 78.0 79.3 80.5 81.7 82.7 83.6 84.4
-34 2991 2938 2889 2845 2806 2770 2741 2716
320 79.5 79.0 78.5 78.1 77.7 77.4 77.1 76.9
23 445 74.5 75.8 77.0 78.2 79.3 80.3 81.1 81.8
-31 2985 2934 2887 2843 2804 2770 2741 2720
320 78.0 77.5 77.0 76.6 76.2 75.9 75.6 75.4
21 432 72.3 73.6 74.8 75.9 77.0 77.9 78.6 79.3
-27 2984 2933 2885 2843 2805 2771 2746 2723
320 76.4 75.9 75.5 75.1 74.7 74.4 74.1 73.8
19 419 70.2 71.4 72.6 73.6 74.6 75.4 76.2 76.9
-23 2984 2934 2888 2846 2808 2778 2750 2726
320 74.8 74.3 73.9 73.5 73.1 72.8 72.5 72.2
17 407 68.1 69.2 70.3 71.2 72.0 72.8 73.5 74.2
-19 2989 2940 2895 2858 2825 2795 2768 2744
320 73.2 72.7 72.3 71.9 71.5 71.2 70.9 70.6
15 395 65.9 66.9 67.8 68.7 69.5 70.3 71.0 71.5
-15 3000 2954 2915 2878 2844 2813 2786 2763
320 71.5 71.1 70.7 70.3 69.9 69.6 69.3 69.1
13 384 63.6 64.5 65.4 66.2 67.0 67.8 68.4 68.9
-11 3020 2977 2937 2899 2864 2832 2805 2786
320 69.9 69.5 69.1 68.7 68.4 68.1 67.8 67.6
11 373 61.3 62.2 63.1 64.0 64.8 65.5 66.0 66.5
-7 3043 2999 2957 2918 2881 2850 2826 2805
250 62.5 61.4 60.3 59.3 58.5 57.7 57.0 56.3
9 284 58.2 60.5 62.9 65.0 66.9 68.6 70.3 71.8
-3 2445 2349 2261 2188 2126 2072 2024 1980
250 61.0 59.9 58.9 57.9 57.1 56.3 55.7 55.1
7 276 56.5 58.7 60.7 62.7 64.4 66.0 67.6 69.0
1 2443 2352 2274 2205 2146 2092 2043 2001
IAS - Kts Gross Weight - 1000 lbs

Press Alt
Std TAS
1000 Ft 180 170 160 150 140 130 120 110
ISA - °C
250 59.6 58.6 57.5 56.6 55.8 55.1 54.5 53.9
5 268 54.7 56.6 58.5 60.3 61.9 63.5 65.0 66.3
5 2452 2369 2293 2226 2167 2113 2066 2024
250 58.2 57.1 56.2 55.3 54.5 53.9 53.3 52.7
3 261 52.6 54.4 56.2 58.0 59.6 61.1 62.5 63.9
9 2481 2397 2319 2250 2188 2134 2085 2042

day
Specific Range – Add / Subtract 1.0% for each 10°C Colder / Hotter standard day
-MAX 8 Mach .79 Cruise

Specific Range - NM/1000 Lb
Fuel Flow per Engine - Lb/Hr
Press ISA - °C Gross Weight - 1000 Lbs
Altitude IAS - Kts
1000 Ft Std TAS 180 170 160 150 140 130 120 110
-57 85.9 84.1 82.6
41 233 113.3 121.4 128.5
453 2000 1866 1762
-57 87.0 85.2 83.6 82.2 81.1
39 244 99.2 106.7 113.4 119.1 123.2
453 2284 2123 1998 1902 1839
-57 85.9 84.3 83.0 81.8 80.8 80.0
37 256 94.9 100.8 106.3 111.1 115.1 118.3
453 2387 2247 2130 2039 1968 1914
-54 86.8 85.3 83.9 82.7 81.7 80.9 80.2 79.5
35 268 85.2 90.5 95.3 99.8 103.8 107.3 110.1 112.7
455 2672 2516 2389 2281 2193 2122 2067 2019
-50 85.0 83.9 82.8 81.9 81.2 80.6 80.0 79.5
33 281 86.1 90.0 93.7 96.9 99.6 102.0 104.3 106.3
459 2669 2552 2452 2371 2305 2252 2203 2160
-46 83.8 82.9 82.2 81.6 81.0 80.5 80.0 79.6
31 293 85.0 87.9 90.5 92.6 94.6 96.5 98.2 99.7
464 2726 2635 2561 2502 2450 2402 2360 2324
-42 83.0 82.4 81.8 81.3 80.9 80.4 80.1 79.7
29 306 82.5 84.5 86.2 87.8 89.4 90.8 92.1 93.3
468 2834 2767 2713 2663 2616 2575 2538 2507
-38 82.5 82.1 81.6 81.2 80.8 80.5 80.2 79.9
27 320 78.7 80.2 81.5 82.9 84.0 85.1 86.1 86.9
472 2994 2941 2892 2846 2806 2770 2738 2713
-35 82.3 81.9 81.5 81.1 80.8 80.5 80.3 80.1
25 333 74.7 75.9 77.0 77.9 78.8 79.7 80.3 80.9
476 3182 3134 3090 3051 3015 2984 2959 2938

N1 – Add / Subtract 2% N1 for each 10°C Hotter / Colder standard day
Fuel Flow – Add / Subtract 3.4% for each 10°C Hotter / Colder standard day
Altitude Capability
Pressure
Altitude 10 &
15 20 25 30 Moderate Turbulence
41 135 129 122 112 100 146 126
40 143 137 130 120 108 153 132
39 151 146 139 129 117 160 139
38 160 154 147 137 125 168 146
37 168 163 156 146 134 177 153
36 178 172 165 155 143 185 161
35 186 181 173 163 151 194 168
34 194 188 180 168 155 204 177
33 203 195 186 174 158 214 185
32 211 202 192 177 160 224 194
31 219 209 197 181 161 235 203
30 225 213 198 181 155 246 213
-MAX 8 Two Engine Max Range Cruise (Cost Index Zero)

N1 Required
Mach
Std TAS - kts
ISA - °C
1000 Ft 180 170 160 150 140 130 120 110
85.6 83.8 81.7
.780 .779 .759
41 -57 447 447 436
113.6 121.8 128.5
1967 1833 1694
86.7 84.9 83.2 81.3 79.2
.777 .780 .776 .757 .732
39 -57 446 448 445 434 420
99.7 107.0 113.9 119.5 124.7
2235 2091 1954 1815 1683
85.6 84.1 82.5 80.7 78.9 76.9
.779 .780 .772 .752 .729 .700
37 -57 447 447 443 431 418 402
95.3 101.1 106.9 112.1 117.2 121.7
2345 2213 2071 1923 1783 1649
86.4 85.0 83.6 82.0 80.4 78.7 76.9 74.9
.778 .780 .779 .766 .746 .724 .697 .672
35 -54 448 450 449 441 430 417 402 387
85.6 90.7 95.6 100.5 105.4 109.7 113.9 118.6
2618 2478 2347 2195 2042 1902 1764 1633
84.7 83.4 81.9 80.4 78.8 77.1 75.2 73.0
.780 .773 .757 .739 .717 .693 .670 .642
33 -50 453 450 440 430 417 403 390 373
86.3 90.5 94.6 98.7 102.8 107.1 111.9 116.1
2627 2485 2328 2177 2029 1882 1741 1607
83.1 81.7 80.3 78.8 77.2 75.4 73.4 71.2
.764 .748 .730 .709 .688 .666 .640 .613
31 -46 448 439 429 416 404 391 375 360
85.6 89.1 92.5 96.0 99.7 103.9 108.0 112.1
2619 2464 2316 2168 2022 1879 1737 1605
81.4 80.0 78.6 77.1 75.4 73.6 71.5 69.3
.739 .721 .700 .682 .660 .636 .612 .588
29 -42 437 427 414 403 391 377 362 348
83.9 86.8 89.8 93.1 96.8 100.7 104.9 108.6
2606 2457 2308 2165 2019 1870 1727 1602
79.8 78.4 77.0 75.4 73.6 71.7 69.6 67.5
.710 .692 .674 .653 .632 .610 .587 .565
27 -38 424 413 402 390 377 364 351 337
81.5 84.2 87.1 90.3 93.6 97.2 100.7 103.9
2598 2451 2309 2160 2013 1871 1741 1624
78.2 76.8 75.2 73.5 71.7 69.9 67.9 65.6
.683 .666 .646 .626 .606 .585 .565 .541
25 -35 411 401 389 377 365 352 340 326
79.2 81.7 84.4 87.3 90.5 93.9 97.5 100.9
2596 2451 2302 2156 2015 1876 1745 1615
N1 – Add / Subtract 2% N1 for each 10°C Hotter / Colder standard day
Fuel Flow – Add / Subtract 3.3% for each 10°C Hotter / Colder standard day
Altitude Capability
Pressure
Smooth Air Moderate
Altitude 10 &
15 20 25 30 to Moderate Turbulence
41 137 130 123 114 107 146 127
40 145 139 131 121 113 153 133
39 153 147 140 130 121 161 140
38 161 156 149 139 128 169 147
37 170 164 158 147 137 177 154
36 180 174 167 157 146 186 161
35 189 183 176 164 153 195 169
34 197 190 182 170 158 205 178
33 205 198 188 175 163 215 186
32 213 204 194 180 167 225 195
31 222 211 198 184 172 235 204
30 228 215 200 187 174 246 214
-MAX 8 Initial Buffet Speeds

1.0 G
Press Alt Weight -1000 lbs
1000 ft 200 180 160 140 120 100
.734 .812 .685 .820 .632 .820 .574 .820 .513 .820
41
215 241 199 243 183 243 165 243 146 243
.739 .810 .694 .820 .647 .820 .596 .820 .541 .820 .484 .820
39
227 251 212 255 196 255 180 255 162 255 144 255
.698 .820 .656 .820 .610 .820 .561 .820 .510 .820 .457 .820
37
224 267 209 267 193 267 177 267 160 267 143 267
.660 .820 .618 .820 .574 .820 .528 .820 .481 .820 .432 .820
35
220 279 205 279 190 279 174 279 158 279 141 279
.622 .820 .583 .820 .541 .820 .499 .820 .455 .820 .408 .820
33
217 292 202 292 187 292 172 292 156 292 139 292
.587 .820 .550 .820 .511 .820 .472 .820 .430 .820 .387 .820
31
213 306 199 306 184 306 170 306 154 306 138 306
.555 .820 .520 .820 .484 .820 .447 .820 .408 .820 .367 .820
29
210 319 196 319 182 319 168 319 153 319 137 319
.525 .820 .492 .820 .459 .820 .424 .820 .387 .820 .349 .820
27
207 333 193 333 180 333 166 333 151 333 136 333
.498 .820 .467 .820 .435 .820 .402 .820 .368 .820 .332 .820
25
204 347 191 347 178 347 164 347 150 347 135 347
1.3 G (40° Bank), Smooth Air to Moderate Turbulence

1000 ft 200 180 160 140 120 100
.739 .800 .676 .820 .604 .820
41
217 237 197 243 174 243
.762 .796 .698 .820 .637 .820 .568 .820
39
235 247 213 255 193 255 171 255
.713 .820 .661 .820 .600 .820 .536 .820
37
229 267 211 267 190 267 169 267
.722 .820 .675 .820 .622 .820 .565 .820 .505 .820
35
243 279 226 279 207 279 187 279 166 279
.727 .820 .685 .820 .638 .820 .587 .820 .533 .820 .477 .820
33
256 292 240 292 223 292 204 292 184 292 164 292
.690 .820 .648 .820 .602 .820 .554 .820 .504 .820 .451 .820
31
253 306 237 306 219 306 200 306 182 306 162 306
.654 .820 .612 .820 .568 .820 .523 .820 .477 .820 .428 .820
29
250 319 233 319 215 319 197 319 179 319 160 319
.618 .820 .578 .820 .538 .820 .496 .820 .452 .820 .406 .820
27
246 333 229 333 212 333 195 333 177 333 159 333
.585 .820 .548 .820 .510 .820 .470 .820 .429 .820 .386 .820
25
242 347 226 347 210 347 193 347 175 347 157 347
1.5 G (48° Bank), Moderate Turbulence and Greater

1000 ft 200 180 160 140 120 100
.734 .812 .660 .820
41
215 241 191 243
.694 .820 .622 .820
39
212 255 188 255
.717 .820 .656 .820 .586 .820
37
230 267 209 267 185 267
.733 .820 .679 .820 .618 .820 .551 .820
35
247 279 227 279 205 279 182 279
.745 .806 .694 .820 .642 .820 .583 .820 .520 .820
33
263 287 244 292 224 292 202 292 179 292
.753 .801 .704 .820 .658 .820 .606 .820 .550 .820 .492 .820
31
278 298 259 306 241 306 220 306 199 306 177 306
.710 .820 .669 .820 .622 .820 .572 .820 .520 .820 .466 .820
29
273 319 256 319 237 319 217 319 196 319 175 319
.675 .820 .633 .820 .588 .820 .541 .820 .492 .820 .441 .820
27
270 333 252 333 233 333 214 333 193 333 173 333
.640 .820 .599 .820 .556 .820 .512 .820 .467 .820 .419 .820
25
266 347 248 347 229 347 210 347 191 347 171 347
Table Use
These tables show speeds at which initial buffet will occur. For each weight
and altitude both low speed and high speed values are shown by Mach
number and IAS.
The upper two numbers in each box is the low and high speed Mach number.
The lower two numbers are the low and high speed IAS.
NOTE
Do not use these charts to determine altitude capability, use cruise
charts.
Speeds in Italics are faster than VMO and / or MMO of 340 Kts / M .82
-MAX 8 Two Engine Holding

- Flaps and Gear Retracted IAS - Kts
- Racetrack Pattern Fuel Flow per Engine - Lbs/H
Press Alt Gross Weight - 1000 Lbs
1000 Ft 180 170 160 150 140 130 120 110
85.5 83.4 81.0
41 215 206 196
2000 1850 1700
86.7 84.7 82.7 80.6 78.4
39 231 222 214 204 195
2310 2110 1960 1800 1640
85.6 83.8 82.0 80.0 78.0 75.8
37 238 230 221 212 203 194
2400 2220 2050 1890 1740 1610
86.5 84.8 83.2 81.5 79.7 77.8 75.8 73.5
35 252 244 236 228 220 211 202 193
2700 2510 2330 2160 2000 1860 1730 1600
84.4 82.9 81.2 79.6 77.9 76.0 73.8 71.4
33 251 243 235 227 219 210 202 192
2630 2460 2290 2130 1990 1860 1730 1600
82.5 81.0 79.4 77.8 76.0 74.0 71.8 69.3
31 249 242 234 226 218 209 201 192
2580 2420 2260 2120 1980 1840 1710 1580
80.6 79.2 77.7 76.0 74.1 71.9 69.6 67.2
29 248 240 233 225 217 209 200 191
2550 2400 2250 2100 1950 1830 1710 1580
78.9 77.4 75.7 73.9 71.9 69.8 67.6 65.3
27 247 240 232 224 216 208 199 190
2540 2390 2240 2100 1960 1830 1700 1580
77.0 75.4 73.7 71.8 69.9 67.8 65.7 63.4
25 246 239 231 223 216 207 199 190
2530 2380 2230 2090 1950 1820 1710 1600
72.1 70.4 68.7 66.9 65.1 63.1 61.0 58.7
20 244 237 229 222 214 206 198 188
2520 2400 2290 2150 2010 1880 1740 1610
67.3 65.8 64.2 62.5 60.6 58.7 56.6 54.4
15 242 235 228 220 212 204 196 188
2530 2410 2300 2160 2030 1890 1760 1630
63.1 61.6 60.0 58.3 56.5 54.7 52.8 50.9
10 241 233 226 219 212 204 196 186
2550 2410 2280 2140 2020 1900 1780 1660
59.4 57.8 56.3 54.6 53.0 51.3 49.5 47.7
5 239 232 226 219 211 202 193 184
2550 2420 2300 2180 2060 1950 1830 1710
56.7 55.3 53.8 52.3 50.8 49.1 47.3 45.6
1.5 239 233 225 217 208 200 192 184
2590 2460 2340 2210 2080 1970 1850 1740
Correction: For straight and level flight, subtract 5% from the fuel flow.
Dispatch Over High Terrain

Introduction
In order to comply with Federal Aviation Regulations (FAR 121.191), flight
plan routes are analyzed to ensure enroute terrain clearance is satisfied in
the event of an engine failure. This dispatch rule is summarized as:
• The aircraft single engine altitude capability must be 1000 feet higher
than the tallest obstruction within 5 miles of the intended track, or
• The aircraft must be capable of single engine driftdown from the most
critical point to an enroute alternate airport. The drift-down profile must
clear all obstructions, within 5 miles, by 2000 feet vertically. The enroute
alternate airport(s) must meet alternate airport criteria and be declared
on the dispatch release.
At dispatch, one of the two criteria must be met. To ensure a margin of
conservatism, a decrement is applied to the actual performance of the
aircraft when computing altitude capability and driftdown profile. The data
used by the Flight Planning system has the appropriate performance
decrements built in. For more information on these regulations, see the FAR
Performance section.
The flight planning system will first check compliance with the first criteria,
and if it is satisfied, will stop checking. If the first criteria cannot be complied
with, it will then do a driftdown analysis and designate enroute alternate
airports.
In the event of an actual engine failure, land at the nearest suitable airport
checking the terrain along the track to the airport. There is no obligation to
land at a declared enroute alternate airport.
Engine Failure Planning

The Flight Planning System logic evaluates enroute terrain and clearance
criteria for the route specified on the Flight Dispatch release. If there is a
terrain critical area impacting the planned route of flight, the maximum ramp
weights and minimum cruise altitudes will be specified in the header portion
of the flight plan. In some cases decision points and / or enroute alternates
will be displayed in the body of the flight plan. In this case maximum weights
and minimum altitudes will not be displayed in the header section. When
decision points and / or enroute alternates are specified, the weight upon
which the analysis is based can be determined by adding the “RWT” and the
“RAMP WT P XXXXX” values from the flight plan (located just above the fuel
block). If there is no “RAMP WT P XXXXX” the driftdown analysis is based
only on the “RWT.”
Flight Planning System

The Flight Planning System, evaluates engine-out terrain clearance between
the TOC and BOD based on the planned route, cruise altitude and aircraft
weight. The system does not evaluate terrain clearance between departure
station and a listed takeoff alternate or between the destination airport and
the first or second alternate.
For conservatism, the driftdown analysis is usually based on Anti-Ice ON. In
some circumstances, the drift-down analysis may be based on Anti-Ice OFF.
If for any reason the flight is planned with Anti-Ice OFF, the Flight Dispatcher
must obtain Captain’s verbal concurrence prior to departure.
Enroute Alternates
When listed enroute alternates appear in the body of the flight plan, terrain
clearance and fuel consumption to that alternate is accounted for provided
there are no deviations from the flight plan.
Enroute alternates may be on-line or off-line airports. All airports will be
authorized for B737 operations as listed in AAL Operations Specifications.
All enroute alternates listed on the flight plan will be checked for weather,
field conditions, and airport NOTAMs by the Flight Dispatcher. No enroute
alternate listed on the flight plan will be an airport where special crew
qualifications involving a check-ride are necessary.
MEL Enroute Weight Penalty

If the aircraft is dispatched with an MEL that requires an Enroute Weight
Penalty, the flight planning system will automatically incorporate the penalty
in the driftdown analysis.
Flight Plan Output

When terrain between departure and destination airport is at or below 6000
feet MSL, the system will print the following message in the header section
of the flight plan:
*** 1 ENGINE INOPERATIVE ENROUTE ALTERNATES ***
*** NOT REQUIRED *** NO TERRAIN ***
When terrain between departure and destination airport is above 6000 feet
MSL for the route of flight, the system either establishes; 1) “not to exceed
ramp weights” and “minimum cruise altitudes” or 2) provides decision
point(s) with or without enroute alternates.
The following three flight plan headers establish “not to exceed ramp
weights” and “minimum cruise altitudes” for the filed route of flight. Deviations
from the Flight Plan, before or after brake release can be handled by
contacting Flight Dispatch.
Examples
*** NOT REQUIRED FOR RAMP WEIGHT AT OR BELOW 158996 LBS ***
** CRUISE ALT MUST BE AT LEAST 18000 FT **

** CRUISE ALT MUST BE AT LEAST 22000 FT BTWN AMA AND JNC **

** CRUISE ALT MUST BE AT LEAST AS PLAN BTWN FMN AND LVS **
If decision points are specified in the body of the flight plan, the following
flight plan header will appear:.
Example
*** SEE ENROUTE ALTERNATE INFORMATION BELOW ***
If a single decision point is depicted, no enroute alternate airport will appear:
Example
PHX - ORD Flight Plan:
ALBUQUERQUE N35026 W106489 071 790 490 P03 0121 0014 0021
ABQ 29 32059 P019 065 088 471 0 0986 0039 0081
--------------------------------------------------------------
*** ENROUTE ALTERNATE INFORMATION ***
DECISION POINT N35260 W105466 - ABQ PLUS 0056 NM
PRIOR TO DECISION PNT - RTN ALONG CENTER LINE ROUTE JUST FLOWN
TO NEAREST SUITABLE AIRPORT - CAPTAINS SELECTION REQUIRED
AFTER DECISION POINT - CONTINUE ALONG THE CENTER LINE OF ROUTE
--------------------------------------------------------------
LAS VEGAS N35394 W105081 065 790 482 P02 0090 0012 0015
LVS 29 33071 P011 058 106 471 0 0896 0051 0096
When multiple decision points and enroute alternates are indicated in the
body of the flight plan, terrain clearance to the specified enroute alternate is
assured by adherence to the planned cruise altitude and aircraft gross
weight.
Example
LAX - ORD Flight Plan:
PARKER N34061 W114409 069 790 503 P07 0069 0009 0010
PKE 29 27043 P040 067 053 463 0 1362 0030 0065
--------------------------------------------------------------
DECISION POINT N34294 W113172 - PKE PLUS 0073 NM
PRIOR TO DECISION PNT - RTN ALONG CENTER LINE ROUTE JUST FLOWN
AFTER DECISION POINT ALTERNATE ROUTE IS - KPHX/PHX
--------------------------------------------------------------
DRAKE PRESC N34421 W112288 071 790 498 P06 0115 0013 0018
DRK 29 29041 P036 068 074 462 0 1247 0043 0083
--------------------------------------------------------------
-
DECISION POINT N35170 W109485 - DRK PLUS 0136 NM
PRIOR TO DECISION POINT ALTERNATE ROUTE IS - KPHX/PHX
AFTER DECISION POINT ALTERNATE ROUTE IS - KABQ/ABQ
--------------------------------------------------------------
GALLUP N35285 W108523 075 790 489 P03 0184 0023 0029
GUP 29 29037 P029 072 084 460 0 1063 0106 0112
--------------------------------------------------------------
DECISION POINT N35330 W108361 - GUP PLUS 0014 NM
PRIOR TO DECISION POINT ALTERNATE ROUTE IS - KABQ/ABQ
AFTER DECISION POINT - CONTINUE ALONG THE CENTER LINE OF ROUTE
--------------------------------------------------------------
TANER N35520 W107257 071 790 478 P00 0074 0010 0012
TANER 33 30044 P029 067 086 449 0 0989 0116 0124
--------------------------------------------------------------
In this example, PHX and ABQ are designated as enroute alternate airports.
Dispatch will check these airports for weather, field conditions, and airport
NOTAMs.
Deviations from Flight Plan Before Takeoff

Deviations from the Flight Plan may involve aircraft weight, cruise altitude,
routing or any combination, when preparing to overfly mountainous terrain.
Deviations from the Flight Plan before takeoff are to be handled as follows:
Event Crew Action

* Actual Ramp Weight is heavier than * Advise Flight Dispatch “Ramp
“not-to-exceed” Ramp Weight in Weight is heavier than not-to-exceed
flight plan header section. ramp weight in flight plan header”,
and request the flight plan be
reanalyzed at the heavier weight.
The dispatcher will determine a new
“not to exceed” weight, decision
points, or enroute alternates as
appropriate.
* The flight plan shows decision * Advise Flight Dispatch and request
points, and the actual Ramp Weight the flight plan to be reanalyzed at the
exceeds RWT plus RAMP WT heavier weight.
PXXXX. The dispatcher will determine if
decision points / enroute alternates
remain valid at the heavier weight.
* ATC re-route and / or cruise altitude * Advise Flight Dispatch of the
change affecting terrain critical area. changes to the route and / or altitude,
and request the flight plan be
reanalyzed.
The dispatcher will determine if any
changes to “not to exceed weight,
decision points, or enroute alternates
are necessary.
0.1 PERFORMANCE - LANDING
Table of Contents
Introduction
General ...................................................................................................10.1
Overweight Landing ................................................................................10.1
Land and Hold Short Operations (LAHSO) .............................................10.1
Abnormal Configurations.........................................................................10.1
Maximum Quick Turn-Around Landing Weight .......................................10.1
Maximum Landing Weight for Dispatch...................................................10.2
Climb Limited Landing Weight............................................................10.2
Runway Limited Landing Weight ........................................................10.2
MEL / CDL Corrections.......................................................................10.3
Field Elevation ....................................................................................10.3
Special Landing Analysis for Dispatch ...............................................10.3
Maximum Allowable Landing Weight Computation Form...................10.4
-NG Thrust and Speed Data

Go-Around (In-Flight Takeoff) Thrust .....................................................20.1
VREF Speeds – KIAS ............................................................................20.2
-NG Dispatch Landing Data

Climb Limited Maximum Landing Weight - Landing Flaps 15 ................30.1
Climb Limited Maximum Landing Weight - Landing Flaps 30 or 40 .......30.2
Runway Limited Maximum Landing Weight for Dispatch – Flaps 15 .....30.3
Runway Limited Maximum Landing Weight for Dispatch – Flaps 30 .....30.4
Runway Limited Maximum Landing Weight for Dispatch - Flaps 40 ......30.5
Maximum Quick Turn-Around Weight - 1000 Lbs ..................................30.6
If Landing Weight Exceeds Max Quick Turn-Around Weight .............30.7
Special Landing Analysis for Dispatch 8
Santa Ana, California (SNA / KSNA) ..................................................30.8
-MAX 8 Thrust and Speed Data

Go-Around (In-Flight Takeoff) Thrust ....................................................40.1
VREF Speeds – KIAS ...........................................................................40.2
-MAX 8 Dispatch Landing Data

Climb Limited Maximum Landing Weight - Landing Flaps 15 ...............50.1
Runway Limited Maximum Landing Weight for Dispatch – Flaps 15 ....50.4
Runway Limited Maximum Landing Weight for Dispatch – Flaps 30 ....50.5
Runway Limited Maximum Landing Weight for Dispatch – Flaps 40 .... 50.6
Maximum Quick Turn-Around Weight ................................................... 50.7
Flaps 15 ............................................................................................. 50.7
Flaps 30 ............................................................................................. 50.8
Flaps 40 ............................................................................................. 50.9
If Landing Weight Exceeds Max Quick Turn-Around Weight........... 50.10
Special Landing Analysis for Dispatch ................................................ 50.11
Santa Ana, California (SNA / KSNA) .............................................. 50.11
Advisory Landing Data

Landing Performance Assessment......................................................... 60.1
Runway Condition Assessment Matrix (RCAM) ..................................... 60.1
Runway Condition Assessment Matrix (RCAM) ................................ 60.2
Inflight Landing Data............................................................................... 60.3
Inflight Landing Data Computation ......................................................... 60.3
Special Short Runway Inflight Landing Data...................................... 60.3
Manual Computation............................................................................... 60.4
Chart use ........................................................................................... 60.4
-NG Inflight Landing Data ....................................................................... 70.1
Flaps 15 Max Manual Braking ........................................................... 70.1
Flaps 15 Max Autobrakes .................................................................. 70.2
Flaps 15 Autobrakes 3 ....................................................................... 70.3
Special Inflight Landing Data ........................................................... 70.10
-MAX 8 Inflight Landing Data.................................................................. 80.1
Flaps 15 Max Manual Braking .......................................................... 80.1
Flaps 15 Max Autobrakes ................................................................. 80.2
Flaps 15 Autobrakes 3 ...................................................................... 80.3
Special Inflight Landing Data .......................................................... 80.10
Introduction
General
This is the primary source of landing performance data. This section contains
thrust settings, speeds, maximum landing weight tables for dispatch, and
landing performance assessment data.
This section has two set of data for landing length requirements. The data
labeled “Runway Limited Maximum Landing Weight” are required to be
observed at time of dispatch. The landing data from the iPad® Landing app
or the tables in the Advisory Landing Data section are to be used at time of
actual landing for landing performance assessment. More information is
located in the Advisory Landing Data section.
Overweight Landing
Landing at a weight heavier than the maximum structural landing weight is
considered an “overweight” landing. See Flight Manual Part I for overweight
landing policy.
The maximum landing weights shown in this manual extend to weights
heavier than maximum structural landing weight. This provides data for
Overweight Landings.
Land and Hold Short Operations (LAHSO)

Landing data for Land and Hold Short Operations is located in FM Part II on
the airport advisory pages for the applicable airports.
Abnormal Configurations
When landing with abnormal configurations due to an in-flight failure, use the
Advisory Landing Distances for Abnormal Configurations tables in the QRH.
Maximum Quick Turn-Around Landing Weight

If the Maximum Quick Turn-Around Weight is exceeded, follow the
instructions with the table concerning a subsequent takeoff.
Maximum Landing Weight for Dispatch

The Maximum Allowable Landing Weight for dispatch is determined by the
lighter of
• Climb Limited Landing Weight,
• Runway Limited Landing Weight, or
• Maximum Structural Landing Weight (AFM)
The Maximum Allowable Landing Weight Computation Form may be used to
compute the maximum landing weight. Use of this form is optional.
Climb Limited Landing Weight
• Enter the table with airport elevation and temperature and read
maximum landing weight.
• Apply the appropriate correction for use of Anti-Ice, and/or Ice Accretion,
if applicable.
Anti-Icing and Ice Accretion Corrections
When operating with Engine or Engine and Wing Anti-Ice ON, the Climb
Limited Landing Weight must be reduced, apply the Engine and Wing
Anti-Ice ON correction.
The Ice Accretion correction is intended to ensure the aircraft meets the
required AFM landing performance (Climb Limit), assuming the unheated
surfaces of the airframe are laden with an extreme accumulation of ice.
If moderate or severe icing will be encountered for at least 30 minutes of
duration, within the hour of flight prior to arrival, and the temperature at the
arrival airport is 10°C or colder, apply the ice accretion correction.
If both anti-ice and ice accretion corrections are applicable, the corrections
are cumulative (apply both).
Runway Limited Landing Weight
• Enter the table with the usable landing length and airport pressure
altitude, read maximum landing weight.
Usable Landing Length is the declared Landing Distance Available
(LDA) for the runway. Use the paved runway length unless a shorter
length is listed under “Usable Lengths Landing Beyond Threshold”
column on the Airport Diagram page in Flight Manual Part II. If the
“Landing Beyond Threshold” distance has a ball note with an LDA, use
the LDA listed in the ball note.
Do not use the length listed under “Usable Length Landing Beyond Glide
Slope” column (which describes the length past glide slope intersection
with runway).
If conditions warrant, a corrected usable landing length or a correction to
the usable landing length will be provided in a NOTAM, field conditions
report, or temporary airport analysis (TAA).
• Use appropriate Wet or Dry data depending on runway condition unless
low visibility requirement applies.
• Whenever the reported visibility is less than 3/4 mile (RVR 4000 ft), with
either a wet or dry runway, use runway condition WET. This is only
required at time of dispatch, not for in-flight landing computation.
• N/A (not authorized) indicates the runway is too short.
• Headwind - Weight in 1000 lbs per knot headwind which may be added
to the table weight
• Tailwind - Weight in 1000 lbs per knot tailwind which MUST be
subtracted from the table weight.
MEL / CDL Corrections
Weight and/or Usable Landing Length penalties for inoperative systems or
components are contained within affected MEL / CDL items. The penalties
are applied to the Climb Limited Landing Weight, Usable Landing Length,
and / or Maximum Allowable Landing Weight as specified in the Maximum
Allowable Landing Weight Computation Form. Use of this form is optional.
Field Elevation
The Climb Limit and Runway Limit charts are labeled “Pressure Altitude”. It
is acceptable to use Airport Field Elevation for Pressure Altitude.
Special Landing Analysis for Dispatch
Special landing analysis data based on wet/grooved landing performance is
published for Santa Ana, California (SNA / KSNA) for both the -NG and
-MAX 8.
Maximum Allowable Landing Weight Computation Form

STATION _________ ELEV FT. ________ RUNWAY _______ LENGTH _________
TEMP °C _________ WIND ___________ FLAPS ___________
CLIMB LIMITED LANDING

SOURCE WEIGHT
WEIGHT CALCULATION
Page 30.1 or 2 Climb Limited Landing Weight
Page 30.1 or 2 Engine & Wing Anti-Ice ON

Correction (SUBT)
Ice Accretion (Landing Temp Colder
Page 30.1 or 2 than 10°C)
(SUBT)
MEL/CDL MEL/CDL Climb Limit Correction, if
applicable (SUBT)
Climb Limited Landing Weight
(1)
MAXIMUM STRUCTURAL
LANDING WEIGHT (2)
USABLE LANDING LENGTH

SOURCE LENGTH
CALCULATION - FEET
FM PART II Usable Landing Length
MEL/CDL MEL/CDL Landing Length

Correction, if applicable (SUBT)
Adjusted Usable Landing Length
(3)
RUNWAY LIMITED LANDING

SOURCE WEIGHT
WEIGHT CALCULATION
Page 30.3, 4, Zero Wind Weight, Based On
or 5 Adjusted Usable Landing Length (3)
Page 30.3, 4, Wind Corrections: (ADD)
or 5 Wind _____Kts X ______Lbs/Kt (SUBT
MEL/CDL MEL/CDL Landing Weight
Correction, if applicable (SUBT)
Runway Limited Landing Weight
(4)
MAXIMUM ALLOWABLE
SOURCE LANDING WEIGHT WEIGHT
CALCULATION
Enter Lighter of (1), (2), Or (4).
This is the Maximum Allowable
Landing Weight
-NG Thrust and Speed Data
-NG Go-Around (In-Flight Takeoff) Thrust

CFM56-7B26K Engine
Based On:
- BLD ON
- Engine & Wing Anti-ice ON or OFF N1 - Percent
TAT OAT Airport Pressure Altitude - 1000 Feet

°C °C -2 S.L. 1 2 3 4 5 6 7 8 9 10
-50 -52 84.2 86.8 87.5 88.2 88.6 89.0 89.5 89.9 90.3 90.7 91.0 91.4
-45 -47 85.0 87.7 88.3 89.0 89.4 89.9 90.3 90.8 91.2 91.5 91.9 92.2
-40 -42 85.9 88.6 89.2 89.9 90.3 90.7 91.2 91.6 92.0 92.3 92.7 93.1
-35 -37 86.8 89.4 90.1 90.7 91.1 91.6 92 92.4 92.8 93.2 93.5 93.9
-30 -32 87.7 90.3 90.9 91.6 92.0 92.4 92.8 93.3 93.6 94.0 94.3 94.7
-25 -27 88.5 91.1 91.8 92.4 92.8 93.2 93.6 94.1 94.4 94.8 95.2 95.5
-20 -22 89.3 92.0 92.6 93.2 93.6 94.0 94.4 94.8 95.2 95.6 95.9 96.3
-15 -17 90.2 92.8 93.4 94.0 94.4 94.8 95.2 95.6 96.0 96.4 96.7 97.1
-10 -13 91.0 93.6 94.2 94.8 95.2 95.6 96.0 96.4 96.8 97.1 97.5 97.9
-5 -8 91.8 94.4 95.0 95.6 96.0 96.4 96.8 97.2 97.5 97.9 98.3 98.6
0 -3 92.6 95.2 95.8 96.4 96.8 97.2 97.5 97.9 98.3 98.7 99.0 99.4
5 2 93.4 96.0 96.6 97.2 97.6 97.9 98.3 98.7 99.0 99.4 99.8 100.2
10 7 94.2 96.8 97.4 98.0 98.3 98.7 99.0 99.4 99.8 100.2 100.5 100.9
15 12 95.0 97.6 98.2 98.7 99.1 99.4 99.8 100.1 100.5 100.9 101.3 101.2
20 17 95.8 98.3 98.9 99.5 99.8 100.2 100.5 100.9 101.0 101.1 101.0 101.0
25 22 96.6 99.1 99.7 100.3 100.6 100.9 100.9 100.9 100.9 100.9 100.9 100.8
30 27 97.3 99.5 100.1 100.6 100.6 100.6 100.6 100.5 100.4 100.3 100.2 100.1
35 32 98.1 99.9 100.0 100.1 100.1 100.3 100.3 100.2 99.9 99.6 99.6 99.5
40 37 98.0 99.1 99.2 99.3 99.4 99.5 99.6 99.5 99.1 98.9 98.8 99.2
45 42 97.3 98.4 98.5 98.6 98.7 98.8 98.7 98.5 98.5
50 47 96.6 97.6 97.8 97.8 97.7 97.5 98.2
55 52 95.9 96.7 96.6 96.8 97.5
60 57 95.0 96.2
Corrections:
Eng. Bleed Airport Pressure Altitude - 1000 Feet

Config. -2 S.L. 1 2 3 4 5 6 7 8 9 10
BLD OFF 0.7 0.8 0.9 0.9 0.9 1.0 1.0 1.0 1.0 1.0 1.0 1.0
-NG VREF Speeds – KIAS
Gross Short Field Performance

Weight Flaps Flaps
1000 Lbs 15* 30 40 15* 30 40
90 122 116 109 120 115 108
100 129 123 116 127 122 115
110 135 129 122 133 128 121
120 142 135 128 139 134 126
130 148 141 133 145 139 132
140 154 146 139 151 145 137
150 159 151 144 155 149 141
160 164 156 148 160 154 146
170 169 160 153 166 159 151
NOTES
Use data for Short Field Performance, if installed.
* For Flaps 15 landing, add 10 knots to VREF if any of the following conditions
apply:
• Engine anti-ice will be used during the landing.
• Wing anti-ice has been used any time during the flight.
• Icing conditions were encountered during the flight and the landing
temperature is colder than 10°C.
-NG Dispatch Landing Data
-NG Climb Limited Maximum Landing Weight
Landing Flaps 15
Based On:
- BLD ON
- Anti-ice OFF Maximum Landing Weight - 1000 Lbs

°C S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
-40 190.0 190.0 190.0 190.0 190.0 189.2 184.1 178.9 173.6 171.4
-30 190.0 190.0 190.0 190.0 190.0 189.0 183.8 178.7 173.5 171.3
-20 190.0 190.0 190.0 190.0 190.0 188.8 183.6 178.5 173.3 171.1
-10 190.0 190.0 190.0 190.0 190.0 188.5 183.3 178.3 173.1 170.9
0 190.0 190.0 190.0 190.0 190.0 188.1 183.0 177.9 172.8 170.6
10 190.0 190.0 190.0 190.0 190.0 187.7 182.6 177.6 172.5 170.3
15 190.0 190.0 190.0 190.0 190.0 187.5 182.4 177.4 171.4 168.4
20 190.0 190.0 190.0 190.0 190.0 187.3 180.5 173.3 166.1 163.6
25 190.0 190.0 190.0 190.0 190.0 183.2 176.3 169.7 162.8 159.9
30 190.0 190.0 190.0 190.0 185.5 179.3 171.9 164.3 156.8 154.2
32 190.0 190.0 190.0 189.6 183.2 176.7 169.3 161.7 154.1 151.5
34 190.0 190.0 190.0 186.6 180.2 173.8 166.6 158.9 151.3 148.8
36 190.0 190.0 189.8 183.4 177.0 170.8 163.7 156.0 148.6 146.1
38 190.0 190.0 186.6 180.2 174.0 168.0 160.8 152.9 146.1
40 190.0 189.9 183.5 177.2 171.1 165.1 157.3 149.9
42 190.0 186.7 180.4 174.3 168.2 161.3 153.9
44 189.8 183.6 177.4 171.3 164.3 157.5
46 186.5 180.3 174.3 167.2 160.3
48 183.2 177.1 170.0 163.1
50 179.8 172.8 165.7
52 175.3 168.4
Corrections
Configuration Weight Correction
BLD OFF Add 3800 Lbs
Engine Anti-ice ON Subtract 600 Lbs
Engine and Wing Anti-ice ON Subtract 4000 Lbs
Ice Accretion* Subtract 18,600 Lbs
* If moderate or severe icing will be encountered for at least 30 minutes of

-NG Climb Limited Maximum Landing Weight
Landing Flaps 30 or 40
Based On:
- BLD ON

°C S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
-40 181.6 177.4 173.1 167.7 162.5 157.5 152.4 147.4 142.6 140.8
-30 181.5 177.3 172.9 167.6 162.3 157.3 152.3 147.3 142.5 140.7
-20 181.4 177.1 172.8 167.4 162.2 157.2 152.1 147.2 142.4 140.5
-10 181.2 176.9 172.6 167.3 162.0 157.0 152.0 147.0 142.2 140.4
0 180.9 176.6 172.3 167.0 161.7 156.7 151.7 146.7 142.0 140.1
10 180.3 176.1 171.9 166.6 161.3 156.4 151.4 146.5 141.7 139.8
15 180.0 175.9 171.6 166.4 161.1 156.2 151.2 146.3 141.2 139.0
20 179.7 175.6 171.4 166.1 160.9 156.0 150.1 144.4 139.0 136.9
25 179.3 175.2 171.1 165.2 159.0 153.0 147.3 141.9 136.3 133.9
30 178.9 172.5 166.8 160.6 155.0 149.6 143.6 137.4 131.3 129.2
32 175.9 169.9 164.3 158.3 153.1 147.5 141.5 135.3 129.1 127.0
34 172.7 167.2 161.5 155.9 150.6 145.2 139.3 133.0 126.7 124.7
36 169.7 164.3 158.5 153.3 147.9 142.8 137.0 130.6 124.6 122.6
38 166.8 161.2 155.7 150.5 145.2 140.4 134.5 128.0 122.4
40 163.9 158.4 153.0 147.8 142.7 137.9 131.5 125.5
42 161.0 155.6 150.4 145.3 140.3 134.7 128.6
44 158.2 153.0 147.8 142.8 137.0 131.5
46 155.4 150.3 145.2 139.4 133.7
48 152.6 147.6 141.7 136.0
50 149.8 143.9 138.1
52 146.0 140.2
Corrections
Configuration Weight Correction
BLD OFF Add 3100 Lbs
Engine Anti-ice ON Subtract 500 Lbs
Engine and Wing Anti-ice ON Subtract 3000 Lbs
Ice Accretion* Subtract 15,000 Lbs

Usable Airport Pressure Altitude - Feet
Landing S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
30.3
Length
Feet DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET DRY WET
3 OCT 17
6400 151.5 130.9 147.6 127.9 143.8 124.9 140.4 122.0 137.0 119.1 133.8 116.3 130.6 113.5 127.4 110.8 124.3 108.1 123.1 107.0
6600 156.7 135.1 152.7 131.9 148.8 128.9 144.9 125.8 141.3 122.8 138.0 119.9 134.6 117.1 131.4 114.3 128.2 111.5 126.9 110.4
6800 162.0 139.2 157.8 136.0 153.7 132.8 149.7 129.7 145.8 126.6 142.1 123.6 138.7 120.6 135.3 117.7 132.0 114.9 130.7 113.7
7000 166.1 143.4 163.0 140.0 158.7 136.7 154.5 133.5 150.4 130.3 146.5 127.3 142.7 124.2 139.3 121.2 135.9 118.3 134.5 117.1
7200 169.7 147.8 166.6 144.1 163.6 140.7 159.4 137.3 155.1 134.1 151.1 130.9 147.1 127.7 143.2 124.7 139.7 121.6 138.3 120.4
7400 173.2 152.4 170.1 148.5 167.0 144.7 164.0 141.2 159.8 137.8 155.6 134.5 151.5 131.3 147.4 128.1 143.5 125.0 142.1 123.8
7600 176.8 157.0 173.6 152.9 170.4 149.0 167.3 145.1 164.2 141.5 160.2 138.2 155.9 134.8 151.8 131.6 147.7 128.3 146.1 127.1
7800 180.3 161.5 177.0 157.4 173.8 153.3 170.6 149.3 167.4 145.3 164.4 141.8 160.4 138.3 156.1 135.0 151.9 131.7 150.2 130.4
8000 183.7 165.3 180.4 161.9 177.1 157.6 173.9 153.5 170.6 149.4 167.5 145.5 164.4 141.9 160.4 138.4 156.1 135.0 154.4 133.7
PERFORMANCE - LANDING
8200 187.1 168.4 183.8 165.4 180.4 162.0 177.1 157.7 173.8 153.5 170.6 149.5 167.5 145.5 164.3 141.8 160.3 138.4 158.5 137.0
8400 189.9 171.5 186.6 168.5 183.3 165.4 180.1 161.9 176.9 157.6 173.7 153.5 170.5 149.4 167.3 145.4 164.1 141.7 162.7 140.3
8600 190.0 174.6 188.4 171.5 185.1 168.4 181.8 165.3 178.6 161.7 175.5 157.4 172.4 153.2 169.3 149.1 166.2 145.1 165.0 143.6
8800 190.0 177.7 190.0 174.5 186.8 171.3 183.5 168.2 180.3 165.0 177.1 161.4 174.0 157.1 170.9 152.9 167.8 148.8 166.6 147.2
9000 190.0 180.7 190.0 177.5 188.5 174.2 185.2 171.0 181.9 167.8 178.7 164.8 175.5 161.0 172.4 156.7 169.3 152.4 168.1 150.8
9200 190.0 183.7 190.0 180.4 190.0 177.1 186.8 173.9 183.4 170.6 180.2 167.5 177.0 164.4 173.9 160.4 170.7 156.1 169.5 154.4
9400 190.0 186.7 190.0 183.4 190.0 180.0 188.3 176.7 184.9 173.4 181.7 170.2 178.5 167.1 175.3 163.9 172.2 159.7 170.9 158.0
9600 190.0 189.4 190.0 186.1 190.0 182.8 189.8 179.5 186.4 176.1 183.2 172.9 179.9 169.7 176.7 166.5 173.5 163.4 172.3 161.6
9800 190.0 190.0 190.0 187.7 190.0 184.4 190.0 181.2 187.9 177.9 184.6 174.8 181.3 171.7 178.1 168.7 174.9 165.6 173.6 164.4
10,000 190.0 190.0 190.0 189.3 190.0 186.0 190.0 182.7 189.3 179.4 186.0 176.3 182.7 173.1 179.4 170.0 176.2 167.0 174.9 165.8
11,000 190.0 189.6 190.0 186.2 190.0 182.9 188.9 179.7 185.5 176.5 182.2 173.3 180.9 172.0
Subtract 14,500 lbs. and add 10 kts to VREF if any of the following apply
12,000 •Engine Anti-ice will be used during the landing. 190.0 188.8 190.0 185.5 190.0 182.2 187.6 178.9 186.2 177.6
13,000 •Wing Anti-ice has been used any time during the flight. 190.0 187.3 190.0 183.9 190.0 182.6
•Icing conditions were encountered during the flight and the landing
14,000 & temperature is colder than 10°C 190.0 188.5 190.0 187.1
Longer
Headwind + 0.5 / kt + 0.5 / kt + 0.5 / kt + 0.5 / kt + 0.5 / kt + 0.5 / kt + 0.5 / kt + 0.5 / kt + 0.5 / kt + 0.5 / kt
-NG Runway Limited Maximum Landing Weight for Dispatch – Flaps 15
Tailwind - 2.3 / kt - 2.3 / kt - 2.3 / kt - 2.3 / kt - 2.3 / kt - 2.3 / kt - 2.3 / kt - 2.3 / kt - 2.3 / kt - 2.3 / kt
B737 Operations Manual, Volume I
Landing S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
30.4
Length
3 OCT 17
5000 125.5 107.3 122.6 104.2 119.8 101.2 117.0 98.2 114.2 95.3 110.9 92.5 107.6 N/A 104.3 N/A 101.1 99.9
N/A N/A
5200 130.6 112.9 127.6 109.7 124.7 106.5 121.7 103.4 118.9 100.3 116.1 97.4 113.2 94.4 109.7 91.5 106.4 105.1
5400 135.8 117.6 132.6 114.9 129.5 111.9 126.5 108.6 123.5 105.4 120.6 102.3 117.7 99.2 114.9 96.2 111.6 93.2 110.2 92.0
5600 140.9 122.1 137.6 119.3 134.4 116.6 131.2 113.8 128.1 110.5 125.1 107.2 122.1 104.0 119.2 100.8 116.3 97.7 115.1 96.5
5800 146.2 126.6 142.6 123.7 139.3 120.8 136.0 118.0 132.7 115.2 129.6 112.2 126.5 108.8 123.4 105.5 120.5 102.3 119.3 101.0
6000 151.8 131.1 147.9 128.1 144.1 125.1 140.7 122.2 137.3 119.3 134.1 116.5 130.9 113.6 127.7 110.2 124.6 106.8 123.4 105.5
6200 157.4 135.5 153.4 132.4 149.4 129.3 145.5 126.3 141.9 123.3 138.6 120.4 135.2 117.5 131.9 114.7 128.7 111.4 127.5 110.0
6400 163.0 140.0 158.8 136.8 154.7 133.6 150.7 130.4 146.7 127.3 143.0 124.3 139.6 121.4 136.2 118.4 132.9 115.6 131.5 114.4
6600 168.7 144.5 164.3 141.1 160.0 137.8 155.8 134.5 151.7 131.3 147.8 128.2 143.9 125.2 140.4 122.1 137.0 119.2 135.6 118.0
6800 174.4 149.3 169.8 145.6 165.4 142.0 161.0 138.6 156.8 135.3 152.7 132.1 148.6 129.0 144.7 125.9 141.1 122.8 139.7 121.6
7000 178.9 154.2 175.4 150.3 170.8 146.4 166.2 142.7 161.8 139.3 157.6 136.0 153.4 132.8 149.3 129.6 145.3 126.4 143.7 125.2
7200 182.8 159.1 179.5 155.0 176.2 151.0 171.5 147.1 166.9 143.3 162.5 139.9 158.1 136.5 153.9 133.2 149.8 130.0 148.2 128.7
7400 186.7 164.0 183.3 159.8 179.9 155.6 176.6 151.6 172.0 147.6 167.4 143.8 162.9 140.3 158.5 136.9 154.3 133.6 152.6 132.3
7600 190.0 168.9 187.1 164.6 183.6 160.3 180.2 156.1 176.8 152.0 172.4 148.0 167.7 144.1 163.2 140.6 158.8 137.2 157.0 135.8
7800 190.0 173.9 190.0 169.4 187.3 164.9 183.8 160.6 180.3 156.3 177.0 152.3 172.5 148.2 167.9 144.3 163.3 140.7 161.5 139.3
8000 190.0 178.0 190.0 174.2 190.0 169.6 187.3 165.1 183.8 160.7 180.4 156.5 177.0 152.4 172.5 148.3 167.8 144.3 166.0 142.9
8200 190.0 181.5 190.0 178.2 190.0 174.3 190.0 169.7 187.2 165.1 183.8 160.8 180.3 156.5 176.9 152.3 172.4 148.2 170.5 146.6
8400 190.0 184.8 190.0 181.5 190.0 178.1 190.0 174.2 189.9 169.5 186.6 165.1 183.2 160.6 179.9 156.3 176.6 152.1 175.0 150.5
8600 190.0 188.2 190.0 184.8 190.0 181.4 190.0 178.0 190.0 174.0 188.4 169.4 185.0 164.8 181.7 160.4 178.4 156.0 177.0 154.3
8800 190.0 190.0 190.0 188.0 190.0 184.6 190.0 181.1 190.0 177.7 190.0 173.7 186.8 169.0 183.4 164.4 180.1 160.0 178.7 158.2
9000 190.0 190.0 190.0 190.0 190.0 187.7 190.0 184.2 190.0 180.8 190.0 177.4 188.5 173.2 185.1 168.5 181.7 163.9 180.4 162.1
10,000 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 189.3 190.0 185.9 190.0 182.5 189.3 179.2 187.9 177.9
11,000 &
190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 189.5 190.0 186.1 190.0 184.7
Longer
-NG Runway Limited Maximum Landing Weight for Dispatch – Flaps 30
Runway S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
30.5
Length
3 OCT 17
4200 110.9 92.5 107.8 N/A 104.7 N/A 101.7 N/A Not Auth’d Not Auth’d
Not Auth’d Not Auth’d
4400 117.7 98.3 114.4 95.5 111.2 92.8 108.0 90.1 104.9 101.9 Not Auth’d Not Auth’d
4600 123.7 104.2 120.9 101.2 117.6 98.3 114.2 95.5 111.0 92.7 107.8 90.0 104.6 101.5
4800 129.1 110.0 126.2 106.9 123.3 103.9 120.5 100.9 117.0 98.0 113.7 95.2 110.4 92.3 107.1 103.9 102.6
5000 134.4 115.9 131.4 112.7 128.4 109.5 125.5 106.4 122.6 103.3 119.7 100.3 116.1 97.3 112.7 94.4 109.4 91.5 108.0 90.4
5200 139.8 121.6 136.6 118.4 133.5 115.1 130.5 111.8 127.5 108.6 124.6 105.5 121.7 102.3 118.4 99.3 114.8 96.3 113.4 95.1
5400 145.3 126.3 141.8 123.4 138.6 120.6 135.4 117.2 132.3 113.9 129.3 110.6 126.3 107.4 123.3 104.2 120.3 101.0 118.9 99.8
5600 151.2 130.9 147.4 128.0 143.7 125.1 140.4 122.3 137.1 119.2 134.0 115.8 130.8 112.4 127.8 109.1 124.7 105.8 123.5 104.5
5800 157.2 135.6 153.2 132.6 149.3 129.6 145.5 126.6 141.9 123.7 138.7 120.9 135.4 117.4 132.2 113.9 129.1 110.6 127.8 109.2
6000 163.3 140.3 159.1 137.1 155.0 134.0 151.0 130.9 147.0 127.9 143.3 125.0 139.9 122.1 136.6 118.8 133.4 115.3 132.1 113.9
6200 169.3 145.0 165.0 141.6 160.7 138.4 156.5 135.2 152.4 132.1 148.4 129.1 144.5 126.1 141.1 123.1 137.7 120.1 136.4 118.6
6400 175.4 150.2 170.9 146.4 166.4 142.8 162.0 139.5 157.8 136.3 153.7 133.2 149.6 130.0 145.6 127.0 142.0 124.0 140.6 122.8
6600 181.5 155.4 176.8 151.5 172.2 147.6 167.6 143.8 163.2 140.5 158.9 137.2 154.7 134.0 150.6 130.9 146.6 127.8 145.0 126.5
6800 187.3 160.6 182.8 156.6 177.9 152.5 173.2 148.6 168.6 144.7 164.2 141.3 159.8 138.0 155.5 134.7 151.4 131.5 149.7 130.3
7000 190.0 165.9 188.0 161.7 183.7 157.5 178.8 153.4 174.0 149.4 169.4 145.5 164.9 141.9 160.5 138.6 156.2 135.3 154.5 134.0
7200 190.0 171.2 190.0 166.8 188.6 162.4 184.5 158.2 179.5 154.0 174.7 150.0 170.0 146.1 165.5 142.4 161.0 139.0 159.2 137.7
7400 190.0 176.5 190.0 171.9 190.0 167.4 189.0 163.0 185.0 158.7 180.0 154.6 175.2 150.5 170.5 146.5 165.8 142.7 164.0 141.4
7600 190.0 181.8 190.0 177.1 190.0 172.4 190.0 167.9 189.2 163.4 185.4 159.1 180.3 154.9 175.5 150.8 170.7 146.8 168.8 145.2
7800 190.0 186.9 190.0 182.3 190.0 177.4 190.0 172.7 190.0 168.1 189.4 163.7 185.5 159.3 180.5 155.1 175.6 150.9 173.6 149.3
8000 190.0 190.0 190.0 187.1 190.0 182.5 190.0 177.6 190.0 172.9 190.0 168.3 189.3 163.8 185.5 159.4 180.4 155.1 178.4 153.4
9000 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 189.8 190.0 186.2 190.0 181.1 190.0 176.2 190.0 174.2
10,000 &
190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 190.0 189.5
Longer
-NG Runway Limited Maximum Landing Weight for Dispatch - Flaps 40
-NG Maximum Quick Turn-Around Weight - 1000 Lbs
Landing Airport Airport Pressure Altitude - Feet

Flaps OAT - °C S.L. 2000 4000 6000 8000 8400
-20 178.3 171.3 164.5 158.1 151.8 150.6
-10 174.6 167.7 161.1 154.8 148.7 147.5
0 171.1 164.3 157.9 151.8 145.8 144.6
10 167.7 161.2 154.9 148.9 143.0 142.0
15
20 164.5 158.2 152.1 146.2 140.6 139.5
30 161.5 155.4 149.4 143.6 138.2 137.1
40 158.7 152.8 146.8 141.3
50 156.0 150.2
-20 190.0 183.0 175.7 168.8 162.1 160.8
-10 186.5 179.1 172.1 165.4 158.8 157.5
0 182.7 175.5 168.7 162.1 155.6 154.4
10 179.1 172.2 165.5 159.0 152.7 151.4
30
20 175.7 169.0 162.4 156.1 149.9 148.6
30 172.6 166.0 159.5 153.3 147.2 146.0
40 169.5 163.1 156.8 150.7
50 166.7 160.4
-20 190.0 190.0 186.5 179.2 172.0 170.6
-10 190.0 190.0 182.6 175.5 168.5 167.1
0 190.0 186.3 179.0 172.0 165.2 163.8
10 190.0 182.8 175.6 168.7 162.0 160.7
40
20 186.5 179.4 172.4 165.6 159.0 157.7
30 183.1 176.2 169.3 162.7 156.2 154.9
40 179.9 173.1 166.4 159.8
50 176.9 170.2
Corrections
Uphill Add 1600 lb per 1% uphill slope
Slope
Downhill Subtract 2000 lb per 1% downhill slope
Headwind Add 380 lb per knot of headwind
Wind
Tailwind Subtract 1710 lb per knot of tailwind
NOTE
Landing weights exceeding those shown above shall wait at least 67
minutes ground time. Check that wheel thermal plugs have not melted
down before taking off. See next page for details.
If Landing Weight Exceeds Max Quick Turn-Around Weight

• If the actual landing weight is heavier than the Max Quick Turn-Around
Weight, and there is a crew change or termination, make an Info-Item
entry into the AML stating that the aircraft exceeded the Max Quick
Turn-around Weight and the IN time.
For example: “Info-Item, Exceeded Max Quick Turn-Around Weight, IN
Time 1347Z”.
• If the landing weight was heavier than the Max Quick Turn-Around
Weight, and there is no crew change, or the previous crew left an entry in
the AML, verify that the thermal plugs have not melted within 67 or more
minutes after parking at the gate.
• If a departure delay will result from waiting the 67 minutes, advise
dispatch.
-NG Special Landing Analysis for Dispatch

Santa Ana, California (SNA / KSNA) -NG Dispatch Landing Data
Runway Limited Landing Weight - 1000 Lbs
SFP Equipped Aircraft (3LC thru 3PX)

Flaps 30 Flaps 40
Usable Landing Wet or
Length (Feet) 5 Knots Zero Wind 5 Knots
Dry Zero Wind
Tailwind Tailwind
Dry 153.0 139.7 164.1 151.5
5701 Wet 130.7 120.5 140.0 129.2
Wet/Grooved* 153.0 N/A 164.1 N/A
Non-SFP Equipped Aircraft (3AA thru 3LB))

Flaps 30 Flaps 40
Length (Feet) 5 Knots Zero Wind 5 Knots
Dry Zero Wind
Tailwind Tailwind
Dry 143.2 132.7 154.0 141.9
5701 Wet 124.2 114.5 133.1 122.8
Headwind Add 700 Lbs

Correction per Knot
* Wet/Grooved may be used for runways that may be wet with the following
restrictions:
• Anti-skid must not be MEL’d inoperative.
• Runway must be grooved or PFC (must not be NOTAMED ungrooved).
• Runway and touchdown markings must be serviceable.
• Either PAPI or electronic glide slope must be operative.
• No forecast of significant windshear, pilot reports of windshear, or Low
Level Windshear System alerts.
• No thunderstorms forecast within 5 nautical miles of the final approach
path, or missed approach.
• No forecast of visibility below 1 mile / RVR 5000.
• Forecast crosswinds must not exceed 15 knots. No forecast tailwind.
• No forecast that would indicate snow, slush, ice, frost or standing water.
• No forecast that would indicate braking action less than “Good.”
• No reports of hydroplaning or slippery runway surface.
-MAX 8 Thrust and Speed Data
-MAX 8 Go-Around (In-Flight Takeoff) Thrust

LEAP-1B28 Engine
Based On:
- BLD ON
- Engine & Wing Anti-ice ON or OFF N1 - Percent
TAT OAT Pressure Altitude - Feet

°C °C -1000 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
54 55 79.4 80.5 81.1 81.7 82.2 82.6 83.0 83.2 83.6 84.1 84.4
49 50 80.3 81.4 82.0 82.6 83.1 83.6 83.9 84.2 84.5 85.0 85.3
44 45 81.2 82.2 82.8 83.5 84.0 84.5 84.8 85.1 85.4 85.9 86.3
39 40 82.0 83.1 83.7 84.3 84.9 85.3 85.7 86.0 86.3 86.8 87.2
34 35 82.9 84.0 84.6 85.2 85.7 86.2 86.6 86.8 87.2 87.7 88.1
29 30 83.7 84.8 85.4 86.1 86.6 87.1 87.5 87.7 88.0 88.6 89.0
24 25 84.5 85.7 86.3 86.9 87.4 88.0 88.3 88.6 88.9 89.5 89.8
19 20 85.4 86.5 87.1 87.8 88.3 88.8 89.2 89.5 89.8 90.3 90.7
14 15 86.2 87.3 87.9 88.6 89.2 89.7 90.1 90.3 90.6 91.2 91.5
9 10 87.0 88.2 88.8 89.4 90.0 90.6 91.0 91.2 91.5 92.1 92.4
4 5 87.9 89.0 89.6 90.3 90.9 91.4 91.8 92.1 92.4 92.9 93.3
-1 0 88.7 89.8 90.4 91.1 91.7 92.3 92.7 93.0 93.3 93.8 94.1
-6 -5 89.5 90.7 91.2 91.9 92.5 93.1 93.6 93.8 94.1 94.6 94.9
-11 -10 90.3 91.5 92.1 92.7 93.4 94.0 94.4 94.7 95.0 95.5 95.6
-16 -15 91.2 92.3 92.9 93.6 94.2 94.8 95.2 95.2 94.9 94.6 94.5
-21 -20 92.0 93.2 93.8 94.5 95.1 94.9 94.6 94.3 94.0 93.7 93.6
-26 -25 92.8 94.0 94.3 94.3 94.1 93.8 93.6 93.3 93.0 92.8 92.7
-31 -30 92.8 93.2 93.2 93.1 93.1 92.8 92.6 92.4 92.2 92.0 91.9
-36 -35 91.5 91.8 91.8 91.7 91.7 91.6 91.5 91.5 91.3
-41 -40 90.1 90.4 90.4 90.4 90.3 90.3 90.2
-46 -45 88.7 89.1 89.1 89.0
-51 -50 87.3 87.7
Corrections
Eng. Bleed Pressure Altitude - Feet

Config. -1000 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
BLD OFF 0.7 0.8 0.8 0.8 0.8 0.8 0.8 1.0 1.1 1.3 1.3
-MAX 8 VREF Speeds – KIAS
Gross Flaps
Weight
1000 lbs 15 30 40
100 125 119 114
110 132 125 120
120 138 131 125
130 144 137 131
140 149 142 136
150 155 148 141
160 159 151 145
170 164 156 150
180 168 161 156
NOTES
* For Flaps 15 landing, add 10 knots to VREF if any of the following conditions
apply:
• Engine anti-ice will be used during the landing.
• Wing anti-ice has been used any time during the flight.
• Icing conditions were encountered during the flight and the landing
temperature is colder than 10°C.
-MAX 8 Dispatch Landing Data
-MAX 8 Climb Limited Maximum Landing Weight
Landing Flaps 15
Based On:
- BLD ON
Airport Pressure Altitude - Feet
OAT °C
-1000 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
0&
200.0 200.0 200.0 200.0 200.0 198.2 192.7 186.6 180.9 176.5 175.3
colder
10 200.0 200.0 200.0 200.0 200.0 198.1 192.7 186.6 180.8 176.5 175.2
15 200.0 200.0 200.0 200.0 200.0 198.1 192.7 186.7 180.9 176.6 175.2
20 200.0 200.0 200.0 200.0 200.0 198.0 192.7 186.7 175.9 175.4 172.6
25 200.0 200.0 200.0 200.0 200.0 192.7 184.4 176.3 168.4 168.2 165.3
30 200.0 200.0 200.0 200.0 192.0 183.9 176.0 168.2 160.7 153.6 150.8
32 200.0 200.0 200.0 196.2 188.1 180.6 172.6 165.1 157.8 150.9 148.1
34 200.0 200.0 199.1 191.8 184.4 176.6 169.3 161.9 155.0 148.2 145.5
36 200.0 200.0 194.6 187.4 180.0 172.7 165.8 158.8 152.3 145.6 143.0
38 200.0 197.3 190.1 182.8 175.7 168.8 162.1 155.9 149.1 143.1
40 198.4 192.7 185.5 178.4 171.6 164.9 158.5 152.3 146.1
42 193.8 187.9 181.0 174.1 167.5 161.0 154.8 148.6
44 189.1 183.4 176.7 170.1 163.6 157.4 151.2
46 184.5 179.2 172.6 166.2 160.0 153.8
48 180.2 175.0 168.7 162.3 156.3
50 176.1 171.1 164.8 158.7
Corrections
Configuration Pressure Altitude Weight Correction
Bleed OFF All No Correction
Engine Anti-ice ON All Subtract 400 Lbs
Engine and Wing Anti-Ice ON All Subtract 1500 Lbs
7500 Ft and Below Subtract 16,700 Lbs
Ice Accretion *
Above 7500 Ft Subtract 14,800 Lbs
Landing Flaps 30
Based On:
- BLD ON

°C -1000 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
0&
200.0 200.0 196.0 192.0 187.7 183.2 178.1 172.5 167.3 163.3 162.0
Colder
10 200.0 200.0 195.8 191.7 187.5 183.2 178.1 172.6 167.4 163.3 161.9
15 200.0 200.0 195.7 191.7 187.4 183.1 178.1 172.6 167.6 162.2 159.6
20 200.0 200.0 195.8 191.8 187.5 183.0 178.0 170.0 162.6 155.3 152.5
25 200.0 200.0 195.9 192.1 186.0 178.1 170.5 162.9 155.5 148.0 145.2
30 200.0 200.0 192.2 185.4 177.5 170.0 162.6 155.3 147.9 141.2 138.7
32 200.0 195.8 188.4 181.7 174.1 166.9 159.5 152.2 145.2 138.7 136.2
34 196.9 191.5 184.5 177.6 170.8 163.3 156.5 149.2 142.5 136.2 133.8
36 192.5 187.2 180.4 173.6 166.7 159.9 153.2 146.4 140.0 134.0 131.6
38 188.2 182.9 176.2 169.4 162.8 156.4 149.5 143.7 137.4 131.7
40 183.8 178.7 171.9 165.3 158.9 152.6 146.3 140.5 134.8
42 179.5 174.2 167.7 161.3 155.1 148.6 142.8 137.2
44 175.1 170.0 163.6 157.4 151.1 145.1 139.5
46 170.8 165.9 159.7 153.8 147.6 141.7
48 166.7 161.9 156.0 149.7 144.1
50 162.8 158.3 152.2 146.3
Corrections
Ice Accretion *
Landing Flaps 40
Based On:
- BLD ON
Airport Pressure Altitude - Feet
OAT °C
-1000 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
0&
192.5 191.5 187.4 183.8 179.9 175.7 171.0 165.9 161.0 157.0 155.7
Colder
10 192.4 191.4 187.3 183.5 179.6 175.6 171.0 166.0 161.0 157.1 155.6
15 192.5 191.5 187.1 183.5 179.6 175.6 171.1 166.0 161.2 156.0 153.5
20 192.5 191.5 187.2 183.6 179.6 175.5 171.0 163.6 156.4 148.8 146.1
25 192.5 191.4 187.3 183.8 178.3 171.1 164.1 156.8 149.1 142.2 139.6
30 192.5 191.4 184.2 178.0 170.7 163.7 156.7 149.1 142.3 136.0 133.5
32 192.4 187.6 180.9 174.7 167.7 160.8 153.7 146.4 139.8 133.6 131.2
34 188.5 183.7 177.4 171.1 164.7 157.5 150.4 143.7 137.4 131.3 129.0
36 184.6 179.9 173.7 167.4 160.9 154.3 147.4 141.1 134.9 129.2 126.9
38 180.7 176.0 169.9 163.5 157.1 150.5 144.1 138.6 132.5 127.1
40 176.8 172.1 166.0 159.6 153.5 146.9 141.1 135.5 130.1
42 172.9 168.1 162.0 155.8 149.3 143.4 137.9 132.4
44 169.0 164.2 158.0 151.7 145.8 140.1 134.7
46 165.1 160.3 154.3 148.0 142.4 136.9
48 161.0 156.4 150.2 144.5 139.2
50 157.2 152.7 146.7 141.3
Corrections
Ice Accretion *
Maximum Landing Weight - 1000 lbs
50.4
Landing S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
3 OCT 17
Length
4800 121.0 101.1 117.6 98.1 114.2 95.2 110.9 N/A 107.6 N/A 104.3 101.1 97.9 94.7 Not Auth’d
N/A
5000 126.6 106.6 123.5 103.6 120.3 100.6 116.8 97.5 113.3 94.5 109.9 106.5 N/A 103.2 N/A 100.0 98.7
N/A
5200 132.1 112.1 128.9 108.9 125.7 105.8 122.6 102.7 119.0 99.6 115.5 96.5 111.9 108.5 105.2 103.8
5400 137.6 117.7 134.2 114.3 130.9 111.1 127.6 107.8 124.4 104.6 121.1 101.4 117.4 98.2 113.8 95.1 110.3 108.9
5600 143.0 123.0 139.5 119.7 136.1 116.3 132.7 112.9 129.3 109.6 126.0 106.2 122.7 103.0 119.1 99.8 115.5 96.6 114.0 95.3
5800 149.1 127.8 145.0 124.7 141.3 121.6 137.8 118.1 134.2 114.5 130.8 111.1 127.4 107.7 124.1 104.4 120.7 101.1 119.2 99.9
6000 157.9 132.6 153.9 129.3 146.9 126.2 142.8 123.0 139.2 119.5 135.6 115.9 132.1 112.4 128.6 109.0 125.3 105.6 123.9 104.3
6200 163.8 137.3 159.6 134.0 155.4 130.7 148.4 127.4 144.2 124.2 140.4 120.8 136.7 117.2 133.2 113.6 129.7 110.1 128.3 108.7
6400 169.7 142.1 165.3 138.6 161.0 135.2 156.8 131.8 149.7 128.5 145.4 125.2 141.4 121.9 137.7 118.2 134.1 114.6 132.7 113.2
6600 173.4 147.3 170.5 143.3 166.6 139.7 162.2 136.2 157.8 132.7 150.7 129.3 146.4 126.0 142.2 122.7 138.5 119.1 137.0 117.6
6800 176.5 155.4 173.5 148.4 170.6 144.3 167.6 140.6 163.1 137.0 158.7 133.5 154.4 130.0 147.2 126.7 142.9 123.4 141.4 122.0
7000 179.5 160.5 176.5 156.3 173.5 149.4 170.5 145.2 167.6 141.3 163.8 137.7 159.4 134.1 155.1 130.6 147.8 127.2 146.0 125.8
7200 182.4 165.6 179.4 161.3 176.4 157.1 173.3 150.1 170.3 145.8 167.3 141.8 164.4 138.1 159.9 134.6 155.5 131.0 153.8 129.6
7400 185.2 170.7 182.1 166.3 179.1 162.0 176.0 157.7 173.0 150.6 169.9 146.3 167.0 142.2 164.0 138.5 160.3 134.9 158.5 133.4
7600 188.0 173.6 184.9 170.7 181.8 166.8 178.7 162.4 175.6 158.1 172.5 153.8 169.5 146.6 166.5 142.4 163.5 138.7 162.4 137.2
7800 190.7 176.2 187.5 173.3 184.4 170.4 181.3 167.2 178.1 162.7 175.0 158.3 171.9 154.0 168.9 146.7 165.9 142.5 164.7 141.0
Subtract 17,000 lbs and add 10 kts to VREF if any of the following apply
8000 193.3 178.8
•Engine Anti-ice 175.8
190.1 will be 187.0
used during 183.8
172.9 the 169.9 180.6 167.0 177.4 162.7 174.3 158.3 171.3 154.0 168.2 146.7 167.0 145.0
landing.
8200 •Wing
195.9 Anti-ice
181.4 192.6 has
178.3
been189.4 any time
used 175.3 during
186.2 172.3
the183.0
flight.169.3 179.8 166.3 176.6 162.6 173.5 158.2 170.5 153.8 169.2 149.2
•Icing conditions were encountered during the flight and the landing
8400 and temperature is colder 10°C
198.4 183.8 195.1 180.8than
191.9 177.8 188.6 174.7 185.3 171.7 182.1 168.6 178.9 165.7 175.8 162.4 172.5 157.9 171.1 156.2
longer
Headwind Add 500 lbs per knot of headwind
-MAX 8 Runway Limited Maximum Landing Weight for Dispatch – Flaps 15
Tailwind Subtract 2800 lbs per knot of tailwind

Maximum Landing weight - 1000 lb
50.5
Landing
S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
3 OCT 17
Length
4800 132.3 112.0 129.1 108.9 125.9 105.8 122.7 102.7 119.1 99.6 115.6 96.5 112.1 N/A 108.6 N/A 105.3 104.0
N/A N/A
5000 138.2 118.1 134.9 114.7 131.6 111.5 128.3 108.2 125.1 105.0 121.6 101.9 118.0 98.7 114.4 95.5 110.9 109.5
5200 144.3 124.0 140.7 120.6 137.3 117.2 133.8 113.8 130.5 110.4 127.1 107.1 123.8 103.8 120.2 100.7 116.5 97.4 115.1 96.2
5400 153.7 129.2 146.9 126.1 142.9 122.9 139.3 119.4 135.8 115.9 132.3 112.4 128.9 109.0 125.6 105.7 122.1 102.4 120.6 101.1
5600 160.1 134.4 156.0 131.1 149.2 127.9 145.0 124.7 141.2 121.3 137.6 117.7 134.0 114.1 130.6 110.7 127.2 107.3 125.8 105.9
5800 166.6 139.5 162.3 136.2 158.1 132.8 153.9 129.5 146.9 126.3 142.8 123.0 139.1 119.3 135.5 115.7 132.0 112.1 130.6 110.7
6000 173.1 144.9 168.6 141.2 164.2 137.8 159.9 134.3 155.6 130.9 148.5 127.6 144.2 124.3 140.4 120.7 136.8 117.0 135.3 115.6
6200 177.7 150.7 174.6 146.6 170.3 142.7 165.8 139.1 161.4 135.6 157.0 132.1 149.9 128.7 145.6 125.4 141.6 121.9 140.1 120.4
6400 181.6 159.0 178.5 154.9 175.5 148.1 171.8 144.0 167.2 140.2 162.6 136.6 158.2 133.1 153.9 129.7 146.7 126.3 145.0 125.0
6600 185.0 164.6 181.8 160.4 178.7 156.2 175.7 149.3 172.6 145.1 168.3 141.2 163.7 137.5 159.2 134.0 154.8 130.5 150.3 129.1
6800 188.3 170.3 185.1 165.9 181.9 161.6 178.8 157.3 175.6 150.3 172.5 146.0 169.2 142.0 164.6 138.3 160.0 134.7 158.2 133.3
7000 191.5 175.3 188.3 171.3 185.1 166.9 181.9 162.5 178.7 158.1 175.5 153.8 172.4 146.7 169.3 142.6 165.2 138.9 163.4 137.4
7200 194.6 179.0 191.3 175.9 188.1 172.2 184.9 167.7 181.6 163.1 178.4 158.7 175.2 154.4 172.1 147.3 169.0 143.0 167.8 141.5
7400 197.7 182.2 194.4 179.1 191.1 176.1 187.8 172.8 184.5 168.2 181.2 163.6 178.0 159.2 174.9 154.8 171.7 147.7 170.5 145.9
7600 200.0 185.1 197.3 182.0 194.0 178.9 190.6 175.8 187.3 172.7 184.0 168.5 180.7 163.9 177.5 159.5 174.3 155.1 173.1 150.5
7800 200.0 188.0 200.0 184.8 196.8 181.7 193.4 178.5 190.0 175.4 186.7 172.3 183.4 168.7 180.1 164.1 176.9 159.6 175.6 157.8
8000 and
200.0 190.8 200.0 187.6 199.6 184.4 196.1 181.2 192.7 178.0 189.3 174.9 185.9 171.8 182.7 168.7 179.4 164.1 178.1 162.3
longer
Maximum Landing weight - 1000 lbs
50.6
Landing
S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
3 OCT 17
Length
4800 143.6 121.2 139.6 117.8 135.7 114.4 131.9 111.0 128.0 107.5 123.9 104.1 120.0 100.7 116.2 97.5 112.4 94.4 110.9 N/A
5000 155.0 127.5 146.9 123.9 142.4 120.4 138.4 116.9 134.3 113.3 130.2 109.6 126.1 106.1 122.1 102.7 118.1 99.4 116.6 98.2
5200 162.7 133.7 157.9 130.0 149.9 126.4 145.1 122.7 140.6 119.0 136.3 115.2 132.1 111.5 128.0 107.9 123.9 104.4 122.3 103.1
5400 169.4 139.9 165.2 136.0 160.4 132.2 155.8 128.5 147.4 124.6 142.4 120.7 138.0 116.8 133.7 113.1 129.6 109.4 127.9 108.0
5600 173.8 146.4 171.0 142.0 167.1 138.0 162.5 134.2 157.7 130.2 149.4 126.1 144.1 122.1 139.5 118.2 135.1 114.4 133.4 112.9
5800 177.8 156.7 175.0 148.6 172.2 143.9 168.7 139.8 164.2 135.7 159.4 131.5 154.5 127.4 145.7 123.3 140.8 119.4 138.9 117.8
6000 181.7 163.4 178.9 158.5 176.0 150.6 173.1 145.7 170.1 141.1 165.7 136.8 160.8 132.6 155.9 128.5 147.1 124.4 144.9 122.7
6200 185.5 169.1 182.7 164.9 179.8 160.1 176.9 155.5 173.9 147.1 171.0 142.1 166.8 137.7 162.0 133.5 157.0 129.3 155.0 127.7
6400 188.9 173.1 186.0 170.3 183.1 166.0 180.3 161.3 177.3 156.6 174.4 148.2 171.5 143.0 167.8 138.5 163.0 134.2 161.0 132.5
6600 191.9 176.6 189.0 173.8 186.1 171.0 183.2 166.9 180.3 162.2 177.3 157.4 174.4 149.0 171.4 143.6 168.5 139.0 166.7 137.2
6800 194.8 180.0 191.8 177.2 188.9 174.4 186.0 171.5 183.0 167.6 180.1 163.0 177.1 158.1 174.2 149.6 171.3 144.2 170.1 142.2
7000 197.6 183.4 194.7 180.6 191.7 177.7 188.7 174.8 185.7 171.8 182.8 168.1 179.8 163.5 176.9 158.6 173.9 150.0 172.7 147.8
7200 200.0 186.7 197.4 183.8 194.4 180.9 191.4 178.0 188.4 175.1 185.4 172.1 182.4 168.5 179.4 163.9 176.4 158.8 175.2 156.8
7400 200.0 189.4 200.0 186.5 197.0 183.7 194.0 180.8 190.9 177.9 187.9 174.9 184.9 172.0 181.9 168.7 178.9 164.1 177.7 162.0
7600 200.0 192.0 200.0 189.1 199.6 186.2 196.5 183.3 193.4 180.4 190.3 177.4 187.3 174.5 184.3 171.6 181.3 168.6 180.1 166.9
7800 200.0 194.5 200.0 191.6 200.0 188.7 198.9 185.8 195.8 182.8 192.7 179.9 189.7 176.9 186.6 174.0 183.6 171.0 182.4 169.9
8000 and
200.0 197.0 200.0 194.1 200.0 191.1 200.0 188.1 198.2 185.2 195.0 182.2 192.0 179.3 188.9 176.3 185.9 173.3 184.6 172.1
longer
-MAX 8 Maximum Quick Turn-Around Weight

Flaps 15
Maximum Quick Turn-Around Weight - 1000 lbs
Airport Airport Pressure Altitude - Feet
OAT
°C -1000 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
0&
164.8 161.9 159.0 156.1 153.1 149.5 146.7 143.8 141.1 138.5 137.4
colder
10 161.9 159.0 156.2 153.3 149.7 146.9 144.2 141.4 138.8 136.2 135.1
15 160.5 157.7 154.9 151.4 148.4 145.6 142.9 140.3 137.6 135.0 133.9
20 159.2 156.3 153.5 149.9 147.1 144.4 141.7 139.1 136.5 133.8 132.8
25 157.8 155.0 151.6 148.6 145.8 143.1 140.5 137.9 135.3 132.7 131.6
30 156.5 153.7 150.1 147.3 144.6 141.9 139.4 136.7 134.1 131.5 130.5
32 156.0 153.0 149.6 146.8 144.1 141.5 138.9 136.3 133.7 131.1 130.1
34 155.4 152.3 149.1 146.3 143.6 141.0 138.4 135.8 133.2 130.6 129.6
36 154.9 151.5 148.5 145.8 143.1 140.5 138.0 135.3 132.8 130.2 129.2
38 154.4 150.8 148.0 145.3 142.6 140.0 137.5 134.9 132.3 129.8
40 153.9 150.3 147.5 144.8 142.1 139.6 137.0 134.4 131.9
42 153.3 149.8 147.0 144.3 141.7 139.1 136.6 134.0
44 152.5 149.3 146.5 143.8 141.2 138.7 136.1
46 151.8 148.8 146.0 143.3 140.8 138.2
48 151.0 148.2 145.5 142.9 140.3
50 150.5 147.7 145.0 142.4
Corrections
Upslope add 1300 lbs per percent of upslope
Slope
DownSlope subtract 2400 lbs per percent of downslope
Headwind add 200 lbs per knot of headwind
Wind
Tailwind subtract 1600 lbs per knot of tailwind
NOTE
down before taking off. See page 50.10 for details.
Flaps 30
OAT
°C -1000 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
0&
174.8 171.7 168.5 165.4 162.4 159.4 156.4 153.3 149.6 146.7 145.5
colder
10 171.7 168.6 165.6 162.6 159.6 156.6 153.7 149.9 147.1 144.2 143.1
15 170.2 167.2 164.1 161.2 158.2 155.3 151.9 148.6 145.8 142.9 141.9
20 168.7 165.7 162.7 159.8 156.8 153.9 150.2 147.3 144.5 141.7 140.7
25 167.3 164.3 161.3 158.4 155.5 152.2 148.9 146.1 143.2 140.5 139.5
30 165.9 162.9 160.0 157.1 154.1 150.5 147.7 144.8 142.0 139.4 138.3
32 165.3 162.4 159.4 156.5 153.6 150.0 147.1 144.3 141.6 138.9 137.8
34 164.7 161.8 158.9 156.0 152.9 149.4 146.6 143.8 141.1 138.5 137.4
36 164.2 161.3 158.3 155.5 152.2 148.9 146.1 143.3 140.6 138.0 136.9
38 163.6 160.7 157.8 154.9 151.4 148.4 145.6 142.9 140.2 137.5
40 163.1 160.2 157.3 154.4 150.7 147.9 145.1 142.4 139.7
42 162.5 159.7 156.7 153.9 150.2 147.4 144.6 141.9
44 162.0 159.1 156.2 153.2 149.7 146.9 144.2
46 161.4 158.6 155.7 152.5 149.2 146.4
48 160.9 158.1 155.2 151.8 148.7
50 160.4 157.5 154.6 151.1
Corrections
Slope
Wind
NOTE
Flaps 40
OAT
°C -1000 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 8400
0&
182.3 179.2 176.2 173.1 169.9 167.0 163.9 160.7 157.5 154.4 153.0
colder
10 179.3 176.3 173.3 170.2 167.3 164.3 161.2 158.0 154.9 151.1 149.7
15 178.0 175.0 171.9 168.9 166.0 162.9 159.9 156.7 153.6 149.7 148.4
20 176.6 173.6 170.5 167.6 164.7 161.6 158.5 155.4 151.8 148.4 147.1
25 175.2 172.3 169.3 166.4 163.3 160.2 157.2 154.1 150.2 147.1 145.8
30 173.9 170.9 168.0 165.1 161.9 158.9 155.9 152.5 148.9 145.8 144.5
32 173.4 170.4 167.5 164.5 161.4 158.4 155.3 151.8 148.4 145.3 144.1
34 172.8 169.9 167.0 164.0 160.9 157.8 154.8 151.0 147.9 144.8 143.6
36 172.3 169.4 166.5 163.4 160.3 157.3 154.3 150.5 147.4 144.3 143.1
38 171.8 168.9 166.0 162.9 159.8 156.8 153.8 149.9 146.9 143.8
40 171.2 168.4 165.5 162.4 159.3 156.3 153.2 149.4 146.4
42 170.7 167.9 165.0 161.8 158.8 155.8 152.5 148.9
44 170.2 167.4 164.4 161.3 158.2 155.3 151.8
46 169.7 166.9 163.9 160.8 157.7 154.8
48 169.2 166.4 163.3 160.2 157.2
50 168.7 165.9 162.8 159.7
Corrections
Slope
Wind
NOTE
If Landing Weight Exceeds Max Quick Turn-Around Weight

• If the actual landing weight is heavier than the Max Quick Turn-Around
Weight, and there is a crew change or termination, make an Info-Item
entry into the AML stating that the aircraft exceeded the Max Quick
Turn-around Weight and the IN time.
For example: “Info-Item, Exceeded Max Quick Turn-Around Weight, IN
Time 1347Z”.
• If the landing weight was heavier than the Max Quick Turn-Around
Weight, and there is no crew change, or the previous crew left an entry in
the AML, verify that the thermal plugs have not melted within 48 or more
minutes after parking at the gate.
• If a departure delay will result from waiting the 48 minutes, advise
dispatch.
-MAX 8 Special Landing Analysis for Dispatch

Santa Ana, California (SNA / KSNA) -MAX 8 Dispatch Landing Data
Runway Limited Landing Weight - 1000 Lbs
Flaps 30 Flaps 40
Length (Feet) Dry 5 Knots Zero Wind 5 Knots
Zero Wind
Tailwind Tailwind
Dry 163.1 147.3 175.7 166.1
5701 Wet 136.8 125.7 149.7 135.7
Headwind Flaps 30 Add 750 lbs/knot

Correction Flaps 40 Add 500 lbs/knot
* Wet/Grooved may be used for runways that may be wet with the following
restrictions:
• Anti-skid must not be MEL’d inoperative.
• Runway must be grooved or PFC (must not be NOTAMED ungrooved).
• Runway and touchdown markings must be serviceable.
• Either PAPI or electronic glide slope must be operative.
• No forecast of significant windshear, pilot reports of windshear, or Low
Level Windshear System alerts.
• No thunderstorms forecast within 5 nautical miles of the final approach
path, or missed approach.
• No forecast of visibility below 1 mile / RVR 5000.
• Forecast crosswinds must not exceed 15 knots. No forecast tailwind.
• No forecast that would indicate snow, slush, ice, frost or standing water.
• No forecast that would indicate braking action less than “Good.”
• No reports of hydroplaning or slippery runway surface.
Advisory Landing Data

Landing Performance Assessment
The flight crew must confirm landing performance limits prior to landing using
the actual runway conditions at time of landing.
This assessment must take into account:
• The meteorological conditions affecting landing performance (airport
pressure altitude, wind velocity, wind direction, etc.),
• Surface condition of the runway to be used for landing,
• Approach speed,
• Airplane weight and configuration, and
• Planned use of airplane ground deceleration devices.
Make the assessment with the most current weather and runway conditions
as close as practical prior to beginning the approach.
Also, runway conditions can degrade or improve significantly in very short
periods of time dependent on precipitation, temperature, usage, and runway
treatment and could be significantly different than indicated by the last report.
Flight crews must consider all available information, including runway
surface condition reports and braking action reports.
The flight crew must use the most adverse reliable and appropriate
braking action report or the most adverse expected conditions for the
runway, or portion of the runway, that will be used for landing when
assessing the required landing distance prior to landing.
For example, if the braking action is reported as “medium for the first two
thirds of the runway and poor for the last third”, then “poor” braking action
must be used in computing required landing distance, because it is the most
adverse reported braking action. However, one must consider the following
factors in assessing runway condition reports:
• Age of the report,
• Meteorological conditions present since the report was issued,
• Type of airplane or device used to obtain the report,
• Whether the runway surface was treated since the report, and
• The methods used for that treatment.
Flight crews are expected to use good judgment in determining the
applicability of this information to their airplane's landing performance.
Runway Condition Assessment Matrix (RCAM)

The RCAM chart defines the various levels of braking action, and shows the
correlation with various runway surface conditions and runway condition
codes (RwyCC).
Runway Condition Assessment Matrix (RCAM)

Rwy Deceleration and
Runway Condition Description Cond Mu (µ) Directional Control PIREP
Code Observation
— Dry 6 — —
— Frost
— Wet: includes Damp and 
1/8 inch (3mm) or less Braking deceleration is
depth of water
40 or Higher
normal for the wheel
— 1/8 inch (3mm) or less 5 braking effort applied Good
of: and directional control
• Slush is normal.
• Dry snow
• Wet snow
Brake deceleration or
Good to
— Compacted snow  directional control is
39
4 Medium
(OAT-15°C or colder) between good and
(Fair)
medium.
— Wet (runway is reported
as “slippery when wet”)
— Dry Snow or Wet Snow
(any depth) over Braking deceleration is
to
Compacted Snow noticeably reduced for

the wheel braking effort Medium
— More than 1/8 inch 3
applied or directional (Fair)
(3mm) of: control is noticeably
• Dry snow reduced.
• Wet snow
30
— Compacted snow, OAT

29
warmer than -15°C

— More than 1/8 inch Braking deceleration or
(3mm) of: Medium
to
directional control is
2 (Fair) to
• Water between medium and
Poor
• Slush poor.
21
Braking deceleration is
significantly reduced for
20 or Lower
the wheel braking effort

— Ice 1 Poor
applied or directional
control is significantly
reduced.
— Wet ice Braking deceleration is
— Water on top of minimal to non-existent
compacted snow for the wheel braking
0 Nil
effort applied or
— Dry or wet Snow over ice directional control is
uncertain.
Inflight Landing Data

Obtain the most current meteorological and runway surface conditions prior
to conducting the Approach Briefing. Locate runway condition(s) in the
RCAM to help determine the expected landing braking action. Contact the
dispatcher if additional information is required.
Use the Inflight Landing data either from the iPad® Landing App or the charts
in this section, in conjunction with your pilot judgment, to determine the
required runway landing length.
Inflight Landing Data Computation

This section contains instructions and landing data to perform a Landing
Performance Assessment.
The primary means to compute the Landing Performance Assessment data
is by the iPad® Landing App. A backup method to compute the required
landing distance uses tables in this section. The data for both methods are
identical and the results should match.
The Landing Data is based on:
Expected landing distance, with reverse thrust, and a 15% margin.
- Manufacturer’s estimated landing distance plus 15% margin.
- Maximum Manual braking or use of Autobrakes (depending on table),
from touchdown to a full stop with normal reverse thrust.
- Includes 7 seconds at VAPP “air distance” from threshold to
touchdown.
- Included in the Landing Data are corrections for:
• VAPP = VREF + 5 knots
• 0.5 percent down slope
• Temperature (except for the manual charts).
Apply the following corrections (shown on the output and tables) to the
distance data, if applicable:
• VAPP faster than VREF + 5
• Tailwind
• Temperature (manual charts)
• No (or partial) Reverse Thrust
It is imperative to understand the criteria used in calculating these tables to
effectively use them in conjunction with good pilot judgment.
Special Short Runway Inflight Landing Data
For landing on short runways at certain airports, special inflight landing data
is available in the iPad® Landing App and tables in this manual. The tables
are located at the end of the inflight landing tables for each aircraft, -NG or
-MAX 8.
Manual Computation
The Landing Data tables in this section are used as a backup to manually
compute the Required Landing Distance for the Landing Distance
assessment.
Chart use
1. Use the chart for the planned landing flap and planned braking method
(Maximum Manual or Autobrakes) and autobrake setting.
2. Enter the chart with airport Pressure Altitude and planned Gross Weight.
Move over to the column for the runway surface condition, read the
required landing distance.
3. Apply any applicable corrections shown at the bottom of the column.
Use the chart on PERFORMANCE - TABLES & CONVERSIONS 10.1 to
determine Head / Tail wind component. Correction is in feet per knot of
wind.
NOTE
The basic length from the table is based on VREF+5. The “Each 5kt
above Vapp,” corrects for the additional speed faster than VREF+5.
Add this correction for each additional 5 knots.
If operating with a MEL/CDL item that contains a landing runway correction,
apply the correction from the MEL/CDL.
-NG Inflight Landing Data
-NG Flaps 15 Max Manual Braking

Press. Gross GOOD to MEDIUM
DRY GOOD MEDIUM POOR
Altitude Weight MEDIUM to POOR
(6) (5) (3) (1)
Feet 1000 lb (4) (2)
100 3660 4840 5580 6320 7200 8080
110 3850 5120 5940 6760 7730 8700
120 4040 5400 6300 7200 8260 9320
130 4230 5680 6660 7630 8790 9940
Sea
140 4470 5970 7030 8090 9340 10,590
Level
146.3 4630 6150 7260 8370 9690 11,000
150 4720 6260 7400 8540 9890 11,240
160 4970 6540 7770 9000 10,440 11,890
170 5220 6830 8140 9450 10,990 12,540
100 3810 5090 5910 6720 7690 8650
110 4000 5370 6270 7160 8220 9270
120 4190 5650 6630 7600 8750 9890
130 4380 5930 6980 8040 9270 10,510
2000 140 4620 6220 7360 8490 9830 11,160
146.3 4780 6410 7590 8770 10,180 11,570
150 4870 6510 7730 8940 10,380 11,810
160 5120 6800 8100 9400 10,930 12,460
170 5360 7080 8470 9850 11,480 13,110
100 3960 5340 6230 7130 8180 9230
110 4150 5620 6590 7560 8710 9850
120 4340 5910 6950 8000 9230 10,470
130 4530 6190 7310 8440 9760 11,090
4000 140 4770 6470 7680 8890 10,320 11,740
146.3 4930 6660 7910 9180 10,670 12,150
150 5020 6760 8050 9350 10,870 12,390
160 5270 7050 8430 9800 11,420 13,040
170 5510 7340 8800 10,260 11,970 13,690
100 4110 5590 6560 7530 8670 9800
110 4300 5880 6920 7970 9190 10,420
120 4490 6160 7280 8400 9720 11,040
130 4670 6440 7640 8840 10,250 11,660
6000 140 4920 6730 8010 9290 10,800 12,310
146.3 5080 6910 8240 9580 11,160 12,720
150 5170 7020 8380 9750 11,360 12,960
160 5420 7300 8750 10,200 11,910 13,610
170 5660 7590 9120 10,660 12,460 14,260
100 4290 5910 6970 8030 9280 10,520
110 4480 6190 7330 8470 9810 11,140
120 4670 6470 7690 8910 10,330 11,760
130 4860 6760 8050 9340 10,860 12,380
8500 140 5110 7040 8420 9800 11,420 13,030
146.3 5270 7230 8650 10,080 11,770 13,440
150 5360 7330 8790 10,250 11,970 13,680
160 5600 7620 9160 10,710 12,520 14,330
170 5850 7910 9530 11,160 13,070 14,980
Each 5kt above
+ 124 + 173 + 201 + 230 + 254 + 279
VAPP
per knot of TW + 44 + 75 + 99 + 124 + 160 + 196
per 10° ABV ISA + 75 + 121 + 150 + 178 + 207 + 236
No Reversers + 155 + 615 + 1236 + 1857 + 3160 + 4462
-NG Flaps 15 Max Autobrakes

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
100 4650 5330 5990 6640 7540 8430
110 4890 5630 6360 7080 8070 9050
120 5120 5920 6720 7530 8600 9670
130 5360 6210 7090 7970 9130 10,300
Sea
140 5600 6520 7470 8430 9690 10,950
Level
146.3 5750 6710 7720 8720 10,040 11,360
150 5840 6820 7860 8890 10,240 11,590
160 6080 7130 8240 9350 10,800 12,240
170 6330 7430 8620 9810 11,350 12,890
100 4860 5600 6320 7040 8030 9020
110 5090 5890 6690 7490 8560 9640
120 5330 6180 7060 7930 9100 10,260
130 5570 6480 7420 8370 9630 10,880
2000 140 5810 6780 7810 8830 10,180 11,530
146.3 5960 6970 8050 9120 10,530 11,940
150 6050 7090 8190 9290 10,740 12,180
160 6290 7390 8570 9750 11,290 12,830
170 6530 7700 8950 10,210 11,850 13,480
100 5070 5860 6650 7450 8530 9610
110 5300 6160 7020 7890 9060 10,230
120 5540 6450 7390 8330 9590 10,850
130 5770 6740 7760 8770 10,120 11,470
4000 140 6010 7050 8140 9230 10,680 12,120
146.3 6170 7240 8380 9520 11,030 12,530
150 6260 7350 8520 9690 11,230 12,770
160 6500 7660 8910 10,150 11,790 13,420
170 6740 7960 9290 10,610 12,340 14,070
100 5270 6130 6990 7850 9020 10,190
110 5510 6420 7360 8290 9550 10,810
120 5740 6710 7720 8730 10,080 11,430
130 5980 7010 8090 9180 10,620 12,050
6000 140 6220 7310 8470 9640 11,170 12,700
146.3 6370 7500 8720 9930 11,520 13,110
150 6460 7620 8860 10,100 11,730 13,350
160 6700 7920 9240 10,560 12,280 14,000
170 6950 8230 9620 11,020 12,840 14,650
100 5530 6460 7400 8350 9640 10,930
110 5770 6750 7770 8790 10,170 11,550
120 6000 7040 8140 9240 10,700 12,170
130 6240 7340 8510 9680 11,230 12,790
8500 140 6480 7640 8890 10,140 11,790 13,440
146.3 6630 7830 9130 10,430 12,140 13,850
150 6720 7950 9270 10,600 12,340 14,090
160 6960 8250 9660 11,060 12,900 14,740
170 7200 8560 10,040 11,520 13,450 15,390
Each 5kt above
+ 196 + 190 + 211 + 233 + 256 + 279
VAPP
per knot of TW + 55 + 77 + 101 + 125 + 160 + 196
per 10° ABV ISA + 104 + 127 + 152 + 178 + 207 + 236
No Reversers +0 + 661 + 1274 + 1886 + 3177 + 4468
-NG Flaps 15 Autobrakes 3

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
100 6230 6230 6540 6850 7660 8480
110 6620 6630 6970 7310 8200 9090
120 7020 7040 7400 7760 8730 9710
130 7420 7440 7830 8220 9270 10,320
Sea
140 7830 7850 8270 8690 9830 10,970
Level
146.3 8080 8100 8550 8990 10,190 11,380
150 8230 8250 8710 9170 10,400 11,620
160 8640 8660 9160 9650 10,960 12,270
170 9050 9070 9600 10,130 11,520 12,920
100 6570 6580 6920 7270 8170 9060
110 6970 6980 7350 7720 8700 9680
120 7370 7380 7780 8180 9230 10,290
130 7760 7780 8210 8630 9770 10,910
2000 140 8170 8190 8650 9110 10,330 11,560
146.3 8430 8450 8930 9410 10,690 11,970
150 8580 8600 9090 9590 10,900 12,210
160 8990 9010 9530 10,060 11,460 12,860
170 9400 9420 9980 10,540 12,020 13,510
100 6920 6920 7300 7680 8670 9650
110 7310 7320 7730 8140 9200 10,260
120 7710 7730 8160 8590 9730 10,880
130 8110 8130 8590 9040 10,270 11,490
4000 140 8520 8540 9030 9520 10,830 12,140
146.3 8770 8790 9310 9820 11,190 12,550
150 8920 8940 9470 10,000 11,400 12,790
160 9330 9350 9910 10,480 11,960 13,440
170 9740 9760 10,360 10,950 12,520 14,090
100 7260 7270 7680 8100 9170 10,240
110 7660 7670 8110 8550 9700 10,850
120 8060 8070 8540 9000 10,240 11,470
130 8450 8470 8970 9460 10,770 12,080
6000 140 8860 8880 9410 9940 11,330 12,730
146.3 9120 9140 9690 10,240 11,690 13,140
150 9270 9290 9850 10,410 11,900 13,380
160 9680 9700 10,290 10,890 12,460 14,030
170 10,090 10,110 10,740 11,370 13,020 14,680
100 7690 7700 8150 8610 9790 10,970
110 8090 8100 8580 9070 10,330 11,580
120 8490 8500 9010 9520 10,860 12,200
130 8880 8900 9440 9980 11,400 12,810
8500 140 9290 9310 9880 10,450 11,960 13,460
146.3 9550 9570 10,160 10,750 12,310 13,870
150 9700 9720 10,330 10,930 12,520 14,110
160 10,110 10,130 10,770 11,410 13,090 14,760
170 10,520 10,540 11,210 11,890 13,650 15,410
Each 5kt above
+ 334 + 334 + 334 + 334 + 321 + 308
VAPP
per knot of TW + 94 + 95 + 112 + 129 + 163 + 197
per 10° ABV ISA + 178 + 178 + 187 + 196 + 216 + 236
No Reversers +0 + 52 + 825 + 1599 + 3036 + 4474

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
100 3560 4660 5350 6040 6830 7630
110 3730 4920 5680 6440 7320 8190
120 3900 5190 6010 6840 7800 8760
130 4080 5450 6350 7250 8280 9320
Sea
140 4280 5720 6690 7660 8790 9910
Level
146.3 4420 5890 6910 7930 9110 10,290
150 4490 5990 7040 8080 9290 10,510
160 4700 6260 7380 8500 9800 11,100
170 4900 6530 7730 8920 10,310 11,690
100 3700 4900 5650 6410 7280 8160
110 3870 5160 5990 6810 7770 8720
120 4040 5430 6320 7210 8250 9290
130 4210 5690 6650 7610 8730 9850
2000 140 4420 5960 7000 8030 9240 10,440
146.3 4550 6130 7220 8300 9560 10,810
150 4630 6230 7340 8450 9740 11,030
160 4840 6500 7690 8870 10,250 11,630
170 5040 6770 8030 9290 10,760 12,220
100 3840 5140 5960 6770 7730 8690
110 4010 5410 6290 7180 8210 9250
120 4180 5670 6620 7580 8700 9820
130 4350 5930 6960 7980 9180 10,380
4000 140 4560 6200 7300 8400 9690 10,970
146.3 4690 6370 7520 8670 10,010 11,340
150 4770 6470 7650 8820 10,190 11,560
160 4970 6740 7990 9240 10,700 12,160
170 5180 7020 8340 9660 11,200 12,750
100 3970 5380 6260 7140 8180 9220
110 4150 5650 6600 7540 8660 9780
120 4320 5910 6930 7950 9150 10,340
130 4490 6180 7260 8350 9630 10,910
6000 140 4700 6450 7610 8770 10,130 11,500
146.3 4830 6620 7830 9040 10,460 11,870
150 4900 6720 7950 9190 10,640 12,090
160 5110 6990 8300 9610 11,150 12,680
170 5320 7260 8640 10,030 11,650 13,280
100 4150 5680 6640 7600 8740 9880
110 4320 5950 6980 8000 9220 10,440
120 4490 6210 7310 8410 9710 11,010
130 4660 6480 7640 8810 10,190 11,570
8500 140 4870 6750 7990 9230 10,700 12,160
146.3 5000 6920 8210 9500 11,020 12,530
150 5080 7020 8330 9650 11,200 12,750
160 5280 7290 8680 10,070 11,710 13,350
170 5490 7560 9020 10,490 12,210 13,940
Each 5kt above
+ 124 + 175 + 201 + 227 + 247 + 267
VAPP
per knot of TW + 43 + 73 + 97 + 121 + 156 + 190
per 10° ABV ISA + 69 + 109 + 138 + 167 + 193 + 219
No Reversers + 138 + 558 + 1084 + 1610 + 2685 + 3761

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
100 4410 5100 5710 6310 7140 7960
110 4620 5380 6050 6720 7620 8530
120 4830 5660 6390 7130 8110 9090
130 5050 5930 6730 7540 8590 9650
Sea
140 5260 6210 7080 7960 9100 10,250
Level
146.3 5400 6390 7300 8220 9420 10,620
150 5480 6490 7430 8370 9610 10,840
160 5700 6780 7790 8790 10,110 11,430
170 5920 7060 8140 9210 10,620 12,020
100 4590 5340 6020 6690 7590 8490
110 4800 5620 6360 7100 8080 9060
120 5020 5900 6700 7510 8560 9620
130 5230 6170 7040 7910 9050 10,180
2000 140 5450 6450 7390 8330 9560 10,780
146.3 5590 6640 7610 8600 9880 11,150
150 5670 6740 7750 8750 10,060 11,370
160 5890 7020 8100 9170 10,570 11,960
170 6100 7300 8450 9590 11,070 12,550
100 4780 5590 6330 7070 8050 9020
110 4990 5860 6670 7480 8530 9590
120 5200 6140 7010 7890 9020 10,150
130 5410 6410 7350 8290 9500 10,710
4000 140 5630 6700 7710 8710 10,010 11,300
146.3 5770 6880 7930 8980 10,330 11,680
150 5850 6980 8060 9130 10,520 11,900
160 6070 7260 8410 9550 11,020 12,490
170 6290 7540 8760 9970 11,530 13,080
100 4960 5830 6640 7450 8500 9550
110 5170 6100 6980 7860 8990 10,110
120 5380 6380 7320 8270 9470 10,680
130 5600 6660 7660 8670 9960 11,240
6000 140 5820 6940 8020 9090 10,460 11,830
146.3 5950 7120 8240 9360 10,790 12,210
150 6030 7220 8370 9510 10,970 12,430
160 6250 7500 8720 9930 11,480 13,020
170 6470 7780 9070 10,350 11,980 13,610
100 5190 6130 7030 7920 9070 10,210
110 5400 6410 7370 8330 9550 10,780
120 5610 6680 7710 8740 10,040 11,340
130 5830 6960 8050 9150 10,530 11,900
8500 140 6050 7240 8400 9570 11,030 12,490
146.3 6180 7420 8620 9840 11,350 12,870
150 6260 7520 8750 9990 11,540 13,090
160 6480 7800 9110 10,410 12,040 13,680
170 6700 8080 9460 10,830 12,550 14,270
Each 5kt above
+ 184 + 184 + 207 + 230 + 249 + 267
VAPP
per knot of TW + 53 + 75 + 98 + 121 + 156 + 191
per 10° ABV ISA + 98 + 115 + 141 + 167 + 193 + 219
No Reversers +0 + 598 + 1116 + 1633 + 2700 + 3766

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
100 5830 5840 6160 6480 7230 7980
110 6190 6200 6550 6900 7720 8540
120 6550 6560 6940 7310 8210 9110
130 6900 6920 7320 7730 8700 9670
Sea
140 7270 7290 7720 8160 9210 10,260
Level
146.3 7500 7520 7970 8430 9530 10,640
150 7640 7660 8120 8590 9720 10,860
160 8010 8030 8520 9020 10,230 11,450
170 8370 8400 8920 9450 10,750 12,040
100 6140 6150 6500 6860 7690 8510
110 6500 6510 6890 7280 8180 9070
120 6860 6870 7280 7690 8660 9640
130 7210 7230 7670 8100 9150 10,200
2000 140 7580 7600 8070 8540 9660 10,790
146.3 7810 7830 8320 8810 9990 11,170
150 7950 7970 8470 8970 10,180 11,390
160 8320 8340 8870 9400 10,690 11,980
170 8690 8710 9270 9830 11,200 12,570
100 6450 6460 6850 7240 8140 9040
110 6810 6820 7240 7660 8630 9600
120 7170 7180 7630 8070 9120 10,170
130 7520 7540 8010 8480 9610 10,730
4000 140 7890 7910 8410 8920 10,120 11,320
146.3 8120 8140 8660 9190 10,440 11,690
150 8260 8280 8810 9350 10,630 11,910
160 8630 8650 9210 9780 11,140 12,510
170 9000 9020 9610 10,210 11,650 13,100
100 6760 6770 7190 7620 8590 9570
110 7120 7130 7580 8040 9080 10,130
120 7480 7490 7970 8450 9570 10,700
130 7830 7850 8360 8860 10,060 11,260
6000 140 8200 8220 8760 9290 10,570 11,850
146.3 8430 8450 9010 9570 10,900 12,220
150 8570 8590 9160 9730 11,080 12,440
160 8940 8960 9560 10,160 11,600 13,040
170 9310 9330 9960 10,590 12,110 13,630
100 7150 7160 7630 8100 9160 10,230
110 7510 7520 8010 8510 9650 10,790
120 7870 7880 8400 8920 10,140 11,360
130 8220 8240 8790 9340 10,630 11,920
8500 140 8590 8610 9190 9770 11,140 12,510
146.3 8820 8840 9440 10,040 11,470 12,880
150 8960 8980 9590 10,200 11,650 13,100
160 9330 9350 9990 10,630 12,160 13,700
170 9690 9710 10,390 11,060 12,680 14,290
Each 5kt above
+ 313 + 313 + 313 + 313 + 299 + 285
VAPP
per knot of TW + 89 + 91 + 108 + 124 + 158 + 191
per 10° ABV ISA + 161 + 161 + 170 + 178 + 198 + 219
No Reversers +0 + 52 + 750 + 1449 + 2611 + 3772

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
100 3450 4490 5140 5800 6540 7290
110 3600 4740 5460 6180 7000 7830
120 3760 4990 5770 6560 7460 8360
130 3910 5250 6090 6930 7920 8900
Sea
140 4110 5510 6420 7330 8390 9460
Level
146.3 4230 5670 6630 7580 8690 9810
150 4300 5760 6750 7730 8870 10,010
160 4500 6020 7070 8120 9350 10,570
170 4690 6280 7400 8520 9830 11,130
100 3570 4710 5420 6140 6960 7790
110 3730 4960 5740 6520 7420 8320
120 3880 5210 6060 6900 7880 8860
130 4040 5470 6370 7280 8340 9390
2000 140 4230 5720 6700 7680 8810 9950
146.3 4360 5890 6910 7920 9110 10,300
150 4430 5980 7030 8070 9290 10,510
160 4630 6240 7360 8470 9770 11,070
170 4820 6500 7680 8870 10,250 11,620
100 3700 4920 5710 6490 7380 8280
110 3860 5180 6020 6870 7840 8820
120 4010 5430 6340 7250 8300 9350
130 4170 5680 6650 7620 8760 9890
4000 140 4360 5940 6980 8020 9230 10,440
146.3 4490 6110 7190 8270 9530 10,800
150 4560 6200 7310 8420 9710 11,000
160 4750 6460 7640 8810 10,190 11,560
170 4950 6720 7970 9210 10,660 12,120
100 3830 5140 5990 6830 7800 8780
110 3980 5400 6300 7210 8260 9310
120 4140 5650 6620 7590 8720 9850
130 4290 5900 6940 7970 9180 10,380
6000 140 4490 6160 7260 8370 9650 10,940
146.3 4610 6320 7470 8610 9950 11,290
150 4680 6420 7590 8760 10,130 11,500
160 4880 6680 7920 9160 10,610 12,050
170 5070 6940 8250 9560 11,080 12,610
100 3980 5420 6340 7260 8330 9400
110 4140 5670 6660 7640 8790 9930
120 4300 5920 6970 8020 9240 10,470
130 4450 6180 7290 8400 9700 11,000
8500 140 4650 6430 7620 8800 10,180 11,560
146.3 4770 6600 7820 9050 10,480 11,910
150 4840 6690 7940 9190 10,650 12,120
160 5040 6950 8270 9590 11,130 12,670
170 5230 7210 8600 9990 11,610 13,230
Each 5kt above
+ 124 + 178 + 204 + 230 + 249 + 267
VAPP
per knot of TW + 41 + 72 + 95 + 118 + 153 + 187
per 10° ABV ISA + 63 + 104 + 129 + 155 + 181 + 207
No Reversers + 121 + 506 + 975 + 1443 + 2395 + 3347

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
100 4160 4890 5460 6020 6810 7600
110 4360 5150 5780 6410 7270 8140
120 4550 5410 6100 6790 7730 8670
130 4750 5670 6420 7180 8190 9210
Sea
140 4950 5940 6760 7580 8680 9770
Level
146.3 5080 6110 6970 7830 8980 10,130
150 5150 6210 7090 7980 9160 10,340
160 5350 6480 7430 8380 9640 10,900
170 5550 6750 7770 8790 10,120 11,460
100 4340 5120 5740 6370 7230 8100
110 4530 5380 6060 6750 7690 8630
120 4730 5640 6390 7140 8150 9170
130 4920 5900 6710 7520 8610 9700
2000 140 5120 6170 7050 7920 9100 10,270
146.3 5250 6340 7260 8180 9400 10,620
150 5320 6440 7380 8330 9580 10,830
160 5530 6710 7720 8730 10,060 11,390
170 5730 6980 8050 9130 10,540 11,960
100 4510 5350 6030 6710 7650 8590
110 4700 5610 6350 7100 8110 9130
120 4900 5870 6670 7480 8570 9660
130 5090 6130 7000 7870 9030 10,200
4000 140 5300 6400 7330 8270 9510 10,760
146.3 5430 6570 7550 8520 9820 11,120
150 5500 6670 7670 8670 10,000 11,320
160 5700 6940 8010 9070 10,480 11,890
170 5900 7210 8340 9480 10,960 12,450
100 4680 5580 6320 7060 8070 9090
110 4880 5840 6640 7440 8530 9620
120 5070 6100 6960 7830 8990 10,160
130 5270 6360 7280 8210 9450 10,690
6000 140 5470 6630 7620 8610 9930 11,260
146.3 5600 6800 7830 8870 10,240 11,610
150 5670 6900 7960 9020 10,420 11,820
160 5870 7170 8290 9420 10,900 12,380
170 6070 7440 8630 9820 11,380 12,950
100 4900 5870 6680 7490 8600 9710
110 5090 6130 7000 7870 9060 10,240
120 5290 6390 7320 8260 9520 10,780
130 5480 6640 7640 8640 9980 11,310
8500 140 5680 6910 7980 9040 10,460 11,870
146.3 5810 7080 8190 9300 10,760 12,230
150 5890 7180 8320 9450 10,940 12,440
160 6090 7450 8650 9850 11,430 13,000
170 6290 7730 8990 10,250 11,910 13,560
Each 5kt above
+ 175 + 184 + 207 + 230 + 249 + 267
VAPP
per knot of TW + 51 + 74 + 96 + 119 + 153 + 187
per 10° ABV ISA + 86 + 109 + 132 + 155 + 181 + 207
No Reversers +0 + 535 + 998 + 1461 + 2404 + 3347

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
100 5430 5450 5810 6160 6880 7610
110 5760 5780 6160 6540 7340 8140
120 6090 6110 6520 6930 7800 8680
130 6420 6440 6880 7310 8260 9210
Sea
140 6760 6780 7250 7720 8750 9780
Level
146.3 6970 6990 7480 7980 9050 10,130
150 7100 7120 7620 8130 9230 10,340
160 7430 7450 8000 8540 9720 10,900
170 7770 7790 8370 8950 10,210 11,470
100 5710 5730 6120 6500 7300 8100
110 6040 6060 6470 6890 7760 8640
120 6370 6390 6830 7270 8220 9170
130 6690 6710 7190 7660 8680 9710
2000 140 7030 7050 7560 8070 9170 10,270
146.3 7250 7270 7790 8330 9470 10,620
150 7370 7390 7930 8480 9650 10,830
160 7710 7730 8310 8880 10,140 11,400
170 8050 8070 8680 9290 10,630 11,960
100 5990 6010 6430 6850 7720 8600
110 6310 6330 6780 7230 8180 9130
120 6640 6660 7140 7620 8640 9670
130 6970 6990 7500 8000 9100 10,200
4000 140 7310 7330 7870 8410 9590 10,760
146.3 7520 7540 8100 8670 9890 11,120
150 7650 7670 8240 8820 10,070 11,330
160 7990 8010 8620 9230 10,560 11,890
170 8330 8350 8990 9640 11,050 12,450
100 6260 6280 6740 7190 8140 9090
110 6590 6610 7090 7580 8600 9630
120 6920 6940 7450 7960 9060 10,160
130 7250 7270 7810 8350 9520 10,700
6000 140 7580 7600 8180 8760 10,010 11,260
146.3 7800 7820 8410 9020 10,310 11,610
150 7920 7940 8550 9170 10,490 11,820
160 8260 8280 8930 9570 10,980 12,390
170 8600 8620 9300 9980 11,470 12,950
100 6610 6630 7130 7620 8670 9710
110 6930 6950 7480 8010 9130 10,240
120 7260 7280 7840 8400 9590 10,780
130 7590 7610 8200 8780 10,050 11,310
8500 140 7930 7950 8570 9190 10,530 11,880
146.3 8140 8170 8800 9450 10,840 12,230
150 8270 8290 8940 9600 11,020 12,440
160 8610 8630 9320 10,010 11,500 13,000
170 8950 8970 9690 10,410 11,990 13,570
Each 5kt above
+ 299 + 299 + 299 + 299 + 285 + 270
VAPP
per knot of TW + 85 + 87 + 104 + 121 + 154 + 187
per 10° ABV ISA + 144 + 144 + 152 + 161 + 184 + 207
No Reversers +0 + 58 + 719 + 1380 + 2366 + 3352
-NG Special Inflight Landing Data

When landing on the following runways:
• Washington, National (DCA) - runway 01/19,
• New York, La Guardia (LGA) - all runways, or
• Boston, Logan (BOS) - runway 27
If the landing braking action is expected to be less than “good” (Rwy
Condition Code 5), use the data in the following chart or the B737 Land app
and select “Short Runways” in lieu of the generic inflight tables in this
manual. This data is based on “medium” braking action (Rwy Condition Code
3). If expected braking action is “medium to poor” (Rwy Condition Code 2) or
less, the runway is too short for landing.
Use of this chart requires touchdown within the first 1200 feet of the runway.
See Flight Manual Part II Operations Advisory (10-7) pages for information
on using the PAPI lights as a reference when the runway markings are not
visible (e.g. contaminated runway).
Table is based on:
• VAPP = VREF + 5
• Touchdown in first 1200 feet of runway. Required Landing Length
provides a 15% margin.
• 2 Engine reverse thrust
• Max Autobrake setting (Max Manual Braking may be used)
-NG Required Runway Landing Length Flaps 40
Max Autobrakes
Gross 3 - MEDIUM (FAIR) Braking Action
Weight Airport OAT - °C
1000
lbs -8 -4 0 4 8 12 16 20 24 28 32 36 40
120 5920 60136075 6137 6199 6261 6323 6385 6447 6510 6572 6634 6696
122 5997 60906152 6214 6276 6338 6400 6462 6525 6587 6649 6711 6773
124 6074 61676229 6291 6353 6415 6477 6539 6602 6664 6726 6788 6850
126 6151 62446306 6368 6430 6492 6554 6617 6679 6741 6803 6865 6927
128 6228 63216383 6445 6507 6569 6631 6694 6756 6818 6880 6942 7004
130 6305 63986460 6522 6584 6646 6709 6771 6833 6895 6957 7019 7081
132 6385 64796541 6603 6665 6727 6789 6851 6913 6975 7037 7100 7162
134 6466 65596621 6683 6745 6807 6870 6932 6994 7056 7118 7180 7242
136 6546 66406702 6764 6826 6888 6950 7012 7074 7136 7198 7261 7323
138 6627 67206782 6844 6906 6968 7031 7093 7155 7217 7279 7341 7403
140 6707 68016863 6925 6987 7049 7111 7173 7235 7297 7359 7422 7484
142 6788 68816943 7005 7067 7129 7192 7254 7316 7378 7440 7502 7564
144 6868 69627024 7086 7148 7210 7272 7334 7396 7458 7520 7583 7645
146 6949 70427104 7166 7228 7290 7353 7415 7477 7539 7601 7663 7725
146.3 6961 70547116 7178 7240 7302 7365 7427 7489 7551 7613 7675 7737
Add 120 feet for each knot of tailwind
NOTES: Subtract 200 feet for SFP Equipped Aircraft - 3LC and subsequent
Add 230 feet for each 5 knots above VREF plus 5
-MAX 8 Inflight Landing Data
-MAX 8 Flaps 15 Max Manual Braking

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
110 4160 5160 5710 6100 6820 8990
120 4430 5550 6120 6530 7390 9680
130 4700 5940 6530 6960 7960 10,370
140 4970 6330 6940 7390 8530 11,060
Sea
150 5240 6720 7350 7820 9100 11,750
Level
152.8 5310 6820 7460 7940 9260 11,940
160 5500 7110 7760 8240 9680 12,430
170 5760 7500 8170 8660 10,260 13,110
180 6020 7890 8580 9080 10,840 13,790
110 4400 5600 6150 6560 7460 9750
120 4670 5990 6560 6990 8030 10,440
130 4940 6380 6970 7420 8600 11,130
140 5210 6770 7380 7850 9170 11,820
2000 150 5480 7160 7790 8280 9740 12,510
152.8 5550 7260 7900 8400 9900 12,700
160 5740 7550 8200 8700 10,320 13,190
170 6000 7940 8610 9120 10,900 13,870
180 6260 8330 9020 9540 11,480 14,550
110 4640 6040 6590 7020 8100 10,510
120 4910 6430 7000 7450 8670 11,200
130 5180 6820 7410 7880 9240 11,890
140 5450 7210 7820 8310 9810 12,580
4000 150 5720 7600 8230 8740 10,380 13,270
152.8 5790 7700 8340 8860 10,540 13,460
160 5980 7990 8640 9160 10,960 13,950
170 6240 8380 9050 9580 11,540 14,630
180 6500 8770 9460 10,000 12,120 15,310
110 4880 6480 7030 7480 8740 11,270
120 5150 6870 7440 7910 9310 11,960
130 5420 7260 7850 8340 9880 12,650
140 5690 7650 8260 8770 10,450 13,340
6000 150 5960 8040 8670 9200 11,020 14,030
152.8 6030 8140 8780 9320 11,180 14,220
160 6220 8430 9080 9620 11,600 14,710
170 6480 8820 9490 10,040 12,180 15,390
180 6740 9210 9900 10,460 12,760 16,070
110 5160 7000 7560 8030 9500 12,180
120 5430 7390 7970 8460 10,070 12,870
130 5700 7780 8380 8890 10,640 13,560
140 5970 8170 8790 9320 11,210 14,250
8400 150 6240 8560 9200 9750 11,780 14,940
152.8 6320 8670 9310 9870 11,950 15,130
160 6500 8950 9610 10,170 12,360 15,620
170 6760 9340 10,020 10,590 12,940 16,300
180 7020 9730 10,430 11,010 13,520 16,980
Each 5kt above
+ 210 + 320 + 320 + 320 + 380 + 380
VAPP
per knot of TW + 70 + 117 + 124 + 131 + 172 + 239
per 10° ABV ISA + 120 + 200 + 210 + 210 + 280 + 330
No Reversers + 150 + 630 + 890 + 1200 + 2470 + 5870
-MAX 8 Flaps 15 Max Autobrakes

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
110 4680 5190 5690 6080 6840 8960
120 4980 5590 6110 6520 7410 9650
130 5280 5990 6530 6960 7980 10,340
140 5580 6390 6950 7400 8550 11,030
Sea
150 5880 6790 7370 7840 9120 11,720
Level
152.8 5950 6900 7480 7960 9280 11,910
160 6150 7190 7780 8260 9700 12,410
170 6420 7590 8190 8680 10,280 13,100
180 6690 7990 8600 9100 10,860 13,790
110 4960 5630 6130 6540 7480 9740
120 5260 6030 6550 6980 8050 10,430
130 5560 6430 6970 7420 8620 11,120
140 5860 6830 7390 7860 9190 11,810
2000 150 6160 7230 7810 8300 9760 12,500
152.8 6230 7340 7920 8420 9920 12,690
160 6430 7630 8220 8720 10,340 13,190
170 6700 8030 8630 9140 10,920 13,880
180 6970 8430 9040 9560 11,500 14,570
110 5240 6070 6570 7000 8120 10,520
120 5540 6470 6990 7440 8690 11,210
130 5840 6870 7410 7880 9260 11,900
140 6140 7270 7830 8320 9830 12,590
4000 150 6440 7670 8250 8760 10,400 13,280
152.8 6510 7780 8360 8880 10,560 13,470
160 6710 8070 8660 9180 10,980 13,970
170 6980 8470 9070 9600 11,560 14,660
180 7250 8870 9480 10,020 12,140 15,350
110 5520 6510 7010 7460 8760 11,300
120 5820 6910 7430 7900 9330 11,990
130 6120 7310 7850 8340 9900 12,680
140 6420 7710 8270 8780 10,470 13,370
6000 150 6720 8110 8690 9220 11,040 14,060
152.8 6790 8220 8800 9340 11,200 14,250
160 6990 8510 9100 9640 11,620 14,750
170 7260 8910 9510 10,060 12,200 15,440
180 7530 9310 9920 10,480 12,780 16,130
110 5850 7040 7530 8010 9530 12,240
120 6150 7440 7950 8450 10,100 12,930
130 6450 7840 8370 8890 10,670 13,620
140 6750 8240 8790 9330 11,240 14,310
8400 150 7050 8640 9210 9770 11,810 15,000
152.8 7130 8750 9330 9890 11,970 15,190
160 7320 9040 9620 10,190 12,390 15,690
170 7590 9440 10,030 10,610 12,970 16,380
180 7860 9840 10,440 11,030 13,550 17,070
Each 5kt above
+ 280 + 340 + 340 + 340 + 340 + 340
VAPP
per knot of TW + 77 + 116 + 123 + 130 + 172 + 239
per 10° ABV ISA + 150 + 200 + 210 + 210 + 280 + 330
No Reversers + 40 + 650 + 910 + 1230 + 2500 + 5900
-MAX 8 Flaps 15 Autobrakes 3

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
110 6220 6320 6380 6590 7050 9060
120 6660 6770 6840 7050 7580 9750
130 7100 7220 7300 7510 8110 10,440
140 7540 7670 7760 7970 8640 11,130
Sea
150 7980 8120 8220 8430 9170 11,820
Level
152.8 8090 8230 8330 8550 9330 12,010
160 8380 8530 8630 8860 9750 12,510
170 8780 8940 9040 9290 10,330 13,200
180 9180 9350 9450 9720 10,910 13,890
110 6640 6760 6820 7070 7690 9840
120 7080 7210 7280 7530 8220 10,530
130 7520 7660 7740 7990 8750 11,220
140 7960 8110 8200 8450 9280 11,910
2000 150 8400 8560 8660 8910 9810 12,600
152.8 8510 8670 8770 9030 9970 12,790
160 8800 8970 9070 9340 10,390 13,290
170 9200 9380 9480 9770 10,970 13,980
180 9600 9790 9890 10,200 11,550 14,670
110 7060 7200 7260 7550 8330 10,620
120 7500 7650 7720 8010 8860 11,310
130 7940 8100 8180 8470 9390 12,000
140 8380 8550 8640 8930 9920 12,690
4000 150 8820 9000 9100 9390 10,450 13,380
152.8 8930 9110 9210 9510 10,610 13,570
160 9220 9410 9510 9820 11,030 14,070
170 9620 9820 9920 10,250 11,610 14,760
180 10,020 10,230 10,330 10,680 12,190 15,450
110 7480 7640 7700 8030 8970 11,400
120 7920 8090 8160 8490 9500 12,090
130 8360 8540 8620 8950 10,030 12,780
140 8800 8990 9080 9410 10,560 13,470
6000 150 9240 9440 9540 9870 11,090 14,160
152.8 9350 9550 9650 9990 11,250 14,350
160 9640 9850 9950 10,300 11,670 14,850
170 10,040 10,260 10,360 10,730 12,250 15,540
180 10,440 10,670 10,770 11,160 12,830 16,230
110 7980 8170 8230 8610 9740 12,340
120 8420 8620 8690 9070 10,270 13,030
130 8860 9070 9150 9530 10,800 13,720
140 9300 9520 9610 9990 11,330 14,410
8400 150 9740 9970 10,070 10,450 11,860 15,100
152.8 9860 10,080 10,180 10,570 12,020 15,290
160 10,140 10,380 10,480 10,880 12,440 15,790
170 10,540 10,790 10,890 11,310 13,020 16,480
180 10,940 11,200 11,300 11,740 13,600 17,170
Each 5kt above
+ 420 + 430 + 430 + 430 + 390 + 390
VAPP
per knot of TW + 114 + 118 + 124 + 134 + 172 + 239
per 10° ABV ISA + 220 + 220 + 230 + 230 + 280 + 330
No Reversers +0 +0 + 290 + 810 + 2500 + 5900

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
110 3890 4710 5250 5620 6170 8290
120 4140 5060 5620 6010 6680 8910
130 4390 5410 5990 6400 7190 9530
140 4640 5760 6360 6790 7700 10,150
Sea
150 4890 6110 6730 7180 8210 10,770
Level
152.8 4950 6200 6830 7280 8350 10,940
160 5130 6460 7090 7550 8720 11,380
170 5370 6810 7450 7920 9230 11,990
180 5610 7160 7810 8290 9740 12,600
110 4110 5090 5650 6020 6730 8970
120 4360 5440 6020 6410 7240 9590
130 4610 5790 6390 6800 7750 10,210
140 4860 6140 6760 7190 8260 10,830
2000 150 5110 6490 7130 7580 8770 11,450
152.8 5170 6580 7230 7680 8910 11,620
160 5350 6840 7490 7950 9280 12,060
170 5590 7190 7850 8320 9790 12,670
180 5830 7540 8210 8690 10,300 13,280
110 4330 5470 6050 6420 7290 9650
120 4580 5820 6420 6810 7800 10,270
130 4830 6170 6790 7200 8310 10,890
140 5080 6520 7160 7590 8820 11,510
4000 150 5330 6870 7530 7980 9330 12,130
152.8 5390 6960 7630 8080 9470 12,300
160 5570 7220 7890 8350 9840 12,740
170 5810 7570 8250 8720 10,350 13,350
180 6050 7920 8610 9090 10,860 13,960
110 4550 5850 6450 6820 7850 10,330
120 4800 6200 6820 7210 8360 10,950
130 5050 6550 7190 7600 8870 11,570
140 5300 6900 7560 7990 9380 12,190
6000 150 5550 7250 7930 8380 9890 12,810
152.8 5610 7340 8030 8480 10,030 12,980
160 5790 7600 8290 8750 10,400 13,420
170 6030 7950 8650 9120 10,910 14,030
180 6270 8300 9010 9490 11,420 14,640
110 4810 6300 6930 7300 8520 11,150
120 5060 6650 7300 7690 9030 11,770
130 5310 7000 7670 8080 9540 12,390
140 5560 7350 8040 8470 10,050 13,010
8400 150 5810 7700 8410 8860 10,560 13,630
152.8 5880 7800 8510 8960 10,700 13,800
160 6050 8050 8770 9230 11,070 14,240
170 6290 8400 9130 9600 11,580 14,850
180 6530 8750 9490 9970 12,090 15,460
Each 5kt above
+ 210 + 300 + 300 + 290 + 360 + 350
VAPP
per knot of TW + 68 + 110 + 118 + 125 + 163 + 231
per 10° ABV ISA + 110 + 180 + 190 + 190 + 250 + 300
No Reversers + 120 + 450 + 680 + 950 + 1730 + 4590

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
110 4370 4810 5350 5720 6210 8330
120 4650 5170 5730 6120 6730 8960
130 4930 5530 6110 6520 7250 9590
140 5210 5890 6490 6920 7770 10,220
Sea
150 5490 6250 6870 7320 8290 10,850
Level
152.8 5560 6340 6970 7430 8430 11,020
160 5740 6600 7230 7700 8810 11,460
170 5990 6950 7590 8080 9330 12,070
180 6240 7300 7950 8460 9850 12,680
110 4630 5190 5750 6140 6770 9030
120 4910 5550 6130 6540 7290 9660
130 5190 5910 6510 6940 7810 10,290
140 5470 6270 6890 7340 8330 10,920
2000 150 5750 6630 7270 7740 8850 11,550
152.8 5820 6720 7370 7850 8990 11,720
160 6000 6980 7630 8120 9370 12,160
170 6250 7330 7990 8500 9890 12,770
180 6500 7680 8350 8880 10,410 13,380
110 4890 5570 6150 6560 7330 9730
120 5170 5930 6530 6960 7850 10,360
130 5450 6290 6910 7360 8370 10,990
140 5730 6650 7290 7760 8890 11,620
4000 150 6010 7010 7670 8160 9410 12,250
152.8 6080 7100 7770 8270 9550 12,420
160 6260 7360 8030 8540 9930 12,860
170 6510 7710 8390 8920 10,450 13,470
180 6760 8060 8750 9300 10,970 14,080
110 5150 5950 6550 6980 7890 10,430
120 5430 6310 6930 7380 8410 11,060
130 5710 6670 7310 7780 8930 11,690
140 5990 7030 7690 8180 9450 12,320
6000 150 6270 7390 8070 8580 9970 12,950
152.8 6340 7480 8170 8690 10,110 13,120
160 6520 7740 8430 8960 10,490 13,560
170 6770 8090 8790 9340 11,010 14,170
180 7020 8440 9150 9720 11,530 14,780
110 5460 6400 7030 7480 8560 11,270
120 5740 6760 7410 7880 9080 11,900
130 6020 7120 7790 8280 9600 12,530
140 6300 7480 8170 8680 10,120 13,160
8400 150 6580 7840 8550 9080 10,640 13,790
152.8 6650 7940 8650 9190 10,780 13,960
160 6830 8190 8910 9460 11,160 14,400
170 7080 8540 9270 9840 11,680 15,010
180 7330 8890 9630 10,220 12,200 15,620
Each 5kt above
+ 270 + 320 + 320 + 320 + 360 + 360
VAPP
per knot of TW + 74 + 109 + 117 + 124 + 163 + 231
per 10° ABV ISA + 130 + 180 + 190 + 190 + 260 + 300
No Reversers + 30 + 480 + 710 + 980 + 1760 + 4620

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
110 5760 5840 5940 6100 6380 8350
120 6170 6260 6360 6530 6860 8980
130 6580 6680 6780 6960 7340 9610
140 6990 7100 7200 7390 7820 10,240
Sea
150 7400 7520 7620 7820 8300 10,870
Level
152.8 7500 7620 7720 7920 8450 11,040
160 7760 7890 7990 8210 8820 11,490
170 8120 8260 8360 8600 9340 12,110
180 8480 8630 8730 8990 9860 12,730
110 6160 6240 6340 6520 6940 9050
120 6570 6660 6760 6950 7420 9680
130 6980 7080 7180 7380 7900 10,310
140 7390 7500 7600 7810 8380 10,940
2000 150 7800 7920 8020 8240 8860 11,570
152.8 7900 8020 8120 8340 9010 11,740
160 8160 8290 8390 8630 9380 12,190
170 8520 8660 8760 9020 9900 12,810
180 8880 9030 9130 9410 10,420 13,430
110 6560 6640 6740 6940 7500 9750
120 6970 7060 7160 7370 7980 10,380
130 7380 7480 7580 7800 8460 11,010
140 7790 7900 8000 8230 8940 11,640
4000 150 8200 8320 8420 8660 9420 12,270
152.8 8300 8420 8520 8760 9570 12,440
160 8560 8690 8790 9050 9940 12,890
170 8920 9060 9160 9440 10,460 13,510
180 9280 9430 9530 9830 10,980 14,130
110 6960 7040 7140 7360 8060 10,450
120 7370 7460 7560 7790 8540 11,080
130 7780 7880 7980 8220 9020 11,710
140 8190 8300 8400 8650 9500 12,340
6000 150 8600 8720 8820 9080 9980 12,970
152.8 8700 8820 8920 9180 10,130 13,140
160 8960 9090 9190 9470 10,500 13,590
170 9320 9460 9560 9860 11,020 14,210
180 9680 9830 9930 10,250 11,540 14,830
110 7440 7520 7620 7860 8730 11,290
120 7850 7940 8040 8290 9210 11,920
130 8260 8360 8460 8720 9690 12,550
140 8670 8780 8880 9150 10,170 13,180
8400 150 9080 9200 9300 9580 10,650 13,810
152.8 9180 9300 9400 9690 10,800 13,980
160 9440 9570 9670 9970 11,170 14,430
170 9800 9940 10,040 10,360 11,690 15,050
180 10,160 10,310 10,410 10,750 12,210 15,670
Each 5kt above
+ 410 + 420 + 420 + 410 + 370 + 380
VAPP
per knot of TW + 110 + 112 + 118 + 128 + 163 + 232
per 10° ABV ISA + 200 + 200 + 210 + 210 + 260 + 300
No Reversers +0 +0 + 230 + 630 + 1760 + 4620

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
110 3690 4390 4940 5320 5710 7590
120 3920 4710 5280 5680 6180 8170
130 4150 5030 5620 6040 6650 8750
140 4380 5350 5960 6400 7120 9330
Sea
150 4610 5670 6300 6760 7590 9910
Level
152.8 4680 5780 6400 6870 7710 10,050
160 4870 6050 6690 7150 8010 10,410
170 5130 6430 7080 7540 8430 10,910
180 5390 6810 7470 7930 8850 11,410
110 3910 4750 5320 5710 6110 8190
120 4140 5070 5660 6070 6580 8770
130 4370 5390 6000 6430 7050 9350
140 4600 5710 6340 6790 7520 9930
2000 150 4830 6030 6680 7150 7990 10,510
152.8 4900 6140 6780 7260 8110 10,650
160 5090 6410 7070 7540 8410 11,010
170 5350 6790 7460 7930 8830 11,510
180 5610 7170 7850 8320 9250 12,010
110 4130 5110 5700 6100 6510 8790
120 4360 5430 6040 6460 6980 9370
130 4590 5750 6380 6820 7450 9950
140 4820 6070 6720 7180 7920 10,530
4000 150 5050 6390 7060 7540 8390 11,110
152.8 5120 6500 7160 7650 8510 11,250
160 5310 6770 7450 7930 8810 11,610
170 5570 7150 7840 8320 9230 12,110
180 5830 7530 8230 8710 9650 12,610
110 4350 5470 6080 6490 6910 9390
120 4580 5790 6420 6850 7380 9970
130 4810 6110 6760 7210 7850 10,550
140 5040 6430 7100 7570 8320 11,130
6000 150 5270 6750 7440 7930 8790 11,710
152.8 5340 6860 7540 8040 8910 11,850
160 5530 7130 7830 8320 9210 12,210
170 5790 7510 8220 8710 9630 12,710
180 6050 7890 8610 9100 10,050 13,210
110 4610 5900 6530 6960 7390 10,110
120 4840 6220 6870 7320 7860 10,690
130 5070 6540 7210 7680 8330 11,270
140 5300 6860 7550 8040 8800 11,850
8400 150 5530 7180 7890 8400 9270 12,430
152.8 5600 7290 8000 8510 9390 12,570
160 5790 7560 8280 8790 9690 12,930
170 6050 7940 8670 9180 10,110 13,430
180 6310 8320 9060 9570 10,530 13,930
Each 5kt above
+ 210 + 290 + 290 + 290 + 350 + 350
VAPP
per knot of TW + 67 + 106 + 114 + 118 + 140 + 185
per 10° ABV ISA + 110 + 160 + 170 + 170 + 200 + 280
No Reversers + 100 + 360 + 590 + 830 + 1390 + 4020

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
110 4070 4500 5050 5390 5790 7910
120 4330 4830 5400 5770 6270 8500
130 4590 5160 5750 6150 6750 9090
140 4850 5490 6100 6530 7230 9680
Sea
150 5110 5820 6450 6910 7710 10,270
Level
152.8 5180 5930 6560 7020 7860 10,450
160 5390 6210 6850 7330 8260 10,920
170 5670 6600 7250 7750 8810 11,570
180 5950 6990 7650 8170 9360 12,220
110 4330 4880 5430 5790 6330 8590
120 4590 5210 5780 6170 6810 9180
130 4850 5540 6130 6550 7290 9770
140 5110 5870 6480 6930 7770 10,360
2000 150 5370 6200 6830 7310 8250 10,950
152.8 5440 6310 6940 7420 8400 11,130
160 5650 6590 7230 7730 8800 11,600
170 5930 6980 7630 8150 9350 12,250
180 6210 7370 8030 8570 9900 12,900
110 4590 5260 5810 6190 6870 9270
120 4850 5590 6160 6570 7350 9860
130 5110 5920 6510 6950 7830 10,450
140 5370 6250 6860 7330 8310 11,040
4000 150 5630 6580 7210 7710 8790 11,630
152.8 5700 6690 7320 7820 8940 11,810
160 5910 6970 7610 8130 9340 12,280
170 6190 7360 8010 8550 9890 12,930
180 6470 7750 8410 8970 10,440 13,580
110 4850 5640 6190 6590 7410 9950
120 5110 5970 6540 6970 7890 10,540
130 5370 6300 6890 7350 8370 11,130
140 5630 6630 7240 7730 8850 11,720
6000 150 5890 6960 7590 8110 9330 12,310
152.8 5960 7070 7700 8220 9480 12,490
160 6170 7350 7990 8530 9880 12,960
170 6450 7740 8390 8950 10,430 13,610
180 6730 8130 8790 9370 10,980 14,260
110 5160 6100 6640 7070 8050 10,760
120 5420 6430 6990 7450 8530 11,350
130 5680 6760 7340 7830 9010 11,940
140 5940 7090 7690 8210 9490 12,530
8400 150 6200 7420 8040 8590 9970 13,120
152.8 6280 7530 8150 8700 10,130 13,300
160 6480 7810 8440 9010 10,520 13,770
170 6760 8200 8840 9430 11,070 14,420
180 7040 8590 9240 9850 11,620 15,070
Each 5kt above
+ 270 + 310 + 310 + 320 + 350 + 350
VAPP
per knot of TW + 72 + 105 + 113 + 121 + 159 + 228
per 10° ABV ISA + 120 + 170 + 170 + 180 + 240 + 290
No Reversers + 30 + 390 + 620 + 860 + 1420 + 4050

(6) (5) (3) (1)
Feet 1000 lb (4) (2)
110 5300 5430 5490 5700 5930 7930
120 5680 5810 5880 6090 6380 8520
130 6060 6190 6270 6480 6830 9110
140 6440 6570 6660 6870 7280 9700
Sea
150 6820 6950 7050 7260 7730 10,290
Level
152.8 6930 7060 7160 7380 7880 10,470
160 7230 7370 7470 7700 8290 10,940
170 7640 7790 7890 8140 8850 11,590
180 8050 8210 8310 8580 9410 12,240
110 5680 5830 5890 6120 6490 8610
120 6060 6210 6280 6510 6940 9200
130 6440 6590 6670 6900 7390 9790
140 6820 6970 7060 7290 7840 10,380
2000 150 7200 7350 7450 7680 8290 10,970
152.8 7310 7460 7560 7800 8440 11,150
160 7610 7770 7870 8120 8850 11,620
170 8020 8190 8290 8560 9410 12,270
180 8430 8610 8710 9000 9970 12,920
110 6060 6230 6290 6540 7050 9290
120 6440 6610 6680 6930 7500 9880
130 6820 6990 7070 7320 7950 10,470
140 7200 7370 7460 7710 8400 11,060
4000 150 7580 7750 7850 8100 8850 11,650
152.8 7690 7860 7960 8220 9000 11,830
160 7990 8170 8270 8540 9410 12,300
170 8400 8590 8690 8980 9970 12,950
180 8810 9010 9110 9420 10,530 13,600
110 6440 6630 6690 6960 7610 9970
120 6820 7010 7080 7350 8060 10,560
130 7200 7390 7470 7740 8510 11,150
140 7580 7770 7860 8130 8960 11,740
6000 150 7960 8150 8250 8520 9410 12,330
152.8 8070 8260 8360 8640 9560 12,510
160 8370 8570 8670 8960 9970 12,980
170 8780 8990 9090 9400 10,530 13,630
180 9190 9410 9510 9840 11,090 14,280
110 6900 7110 7170 7460 8280 10,780
120 7280 7490 7560 7850 8730 11,370
130 7660 7870 7950 8240 9180 11,960
140 8040 8250 8340 8630 9630 12,550
8400 150 8420 8630 8730 9020 10,080 13,140
152.8 8530 8740 8840 9140 10,230 13,320
160 8830 9050 9150 9460 10,640 13,790
170 9240 9470 9570 9900 11,200 14,440
180 9650 9890 9990 10,340 11,760 15,090
Each 5kt above
+ 390 + 400 + 400 + 400 + 370 + 370
VAPP
per knot of TW + 106 + 108 + 114 + 124 + 159 + 228
per 10° ABV ISA + 180 + 190 + 190 + 200 + 240 + 290
No Reversers +0 +0 + 230 + 610 + 1420 + 4050
-MAX 8 Special Inflight Landing Data

When landing on the following runways:
• Washington, National (DCA) - runway 01/19,
• New York, La Guardia (LGA) - all runways, or
• Boston, Logan (BOS) - runway 27
If the landing braking action is expected to be less than “good” (Rwy
Condition Code 5), use the data in the following chart or the B737 Land app
and select “Short Runways” in lieu of the generic inflight tables in this
manual. This data is based on “medium” braking action (Rwy Condition Code
3). If expected braking action is “medium to poor” (Rwy Condition Code 2) or
less, the runway is too short for landing.
Use of this chart requires touchdown within the first 1200 feet of the runway.
See Flight Manual Part II Operations Advisory (10-7) pages for information
on using the PAPI lights as a reference when the runway markings are not
visible (e.g. contaminated runway).
Table is based on:
• VAPP = VREF + 5
• Touchdown in first 1200 feet of runway. Required Landing Length
provides a 15% margin.
• 2 Engine reverse thrust
• Max Autobrake setting (Max Manual Braking may be used)
-MAX 8 Required Runway Landing Length Flaps 40
Max Autobrakes
Gross 3 - MEDIUM (FAIR) Braking Action
Weight Airport OAT - °C
1000
lbs -8 -4 0 4 8 12 16 20 24 28 32 36 40
122 5056 5107
5158 5208 5259 5310 5361 5411 5462 5512 5563 5613 5664
124 5115 5167
5218 5270 5322 5373 5425 5477 5528 5579 5630 5682 5733
126 5174 5227
5279 5332 5384 5437 5490 5542 5594 5646 5698 5750 5802
128 5233 5287
5340 5394 5447 5501 5554 5607 5660 5713 5766 5819 5872
130 5293 5347
5402 5456 5510 5564 5618 5672 5726 5780 5834 5888 5942
132 5353 5408
5462 5517 5572 5627 5683 5738 5793 5847 5902 5958 6013
134 5412 5468
5524 5579 5636 5692 5748 5804 5860 5915 5972 6028 6084
136 5471 5528
5585 5642 5699 5756 5813 5870 5927 5984 6041 6098 6155
138 5531 5589
5647 5705 5763 5821 5879 5937 5994 6052 6110 6168 6226
140 5592 5650
5709 5768 5826 5885 5944 6003 6062 6121 6180 6239 6298
142 5652 5711
5771 5830 5890 5950 6010 6070 6130 6190 6249 6309 6369
144 5711 5772
5832 5893 5953 6014 6075 6136 6197 6257 6318 6378 6439
146 5768 5830
5891 5952 6014 6076 6138 6200 6261 6322 6384 6446 6507
148 5825 5888
5950 6012 6075 6138 6200 6263 6325 6388 6450 6513 6575
150 5883 5946
6009 6072 6136 6200 6263 6327 6390 6454 6517 6580 6643
152 5921 5985
6049 6113 6177 6242 6306 6370 6434 6498 6562 6626 6689
152.8 5932 6060 6124 6189 6253 6318 6382 6446
5996 6510 6574 6638 6702
Add 121 feet for each knot of tailwind
NOTES: Add 160 feet for each 5 knots above VREF plus 5
0.1 PERFORMANCE - EMERG / ABNRML
Table of Contents
-NG One Engine Inoperative
One Engine Driftdown ...........................................................................10.1
Driftdown and Cruise Following an Engine Failure.............................10.1
Maximum Continuous Thrust ................................................................10.2
One Engine Drift-Down Speed ..............................................................10.5
Level-Off Altitude ...................................................................................10.5
One Engine Long Range Cruise ...........................................................10.6
One Engine High Speed Cruise ............................................................10.8
One Engine Holding ...............................................................................109
-MAX 8 One Engine Inoperative

One Engine Driftdown ...........................................................................20.1
Driftdown and Cruise Following an Engine Failure.............................20.1
Maximum Continuous Thrust ................................................................20.2
One Engine Drift-Down Speed ..............................................................20.4
Level-Off Altitude ...................................................................................20.4
One Engine Long Range Cruise ...........................................................20.5
One Engine High Speed Cruise ............................................................20.7
One Engine Holding ..............................................................................20.8
-NG Gear Down Operations

General ...................................................................................................40.1
FMC Data ................................................................................................40.1
Ferry Flights ............................................................................................40.1
Maximum Takeoff Weight...................................................................40.2
Maximum Landing Weight .................................................................40.2
Gear Down – Fuel Burn and Time .........................................................40.3
Gear Down – Two Engine Long Range Cruise .....................................40.4
Gear Down – Two Engine Holding ........................................................40.6
-MAX 8 Gear Down Operations

General ...................................................................................................50.1
FMC Data ................................................................................................50.1
Ferry Flights ............................................................................................50.1
Gear Down – Fuel Burn and Time .........................................................50.2
Gear Down – Two Engine Long Range Cruise .....................................50.3
Gear Down – Two Engine Holding ........................................................50.5
-NG One Engine Inoperative
-NG One Engine Driftdown

Driftdown and Cruise Following an Engine Failure
All Flights, Except for Over Water Over Water Portion of
Portion of Long Overwater Flights Long Overwater Flights
Driftdown Driftdown
- Set Maximum Continuous Thrust - Set Maximum Continuous Thrust
- Driftdown at the Driftdown Speed - Driftdown at Mach .79 / 335 KIAS
After Reaching bottom of driftdown After Reaching bottom of driftdown
• If terrain clearance is a concern: - Continue with Maximum Continuous
- Continue with Maximum Continuous Thrust.
Thrust. - Cruise / Climb at 335 Knots IAS.
- Cruise / Climb at the Driftdown Use the One Engine High Speed
Speed. Cruise chart.
• If terrain clearance is not a concern: Long Overwater Flights are those
- Level-off at desired cruise altitude. flights in which the diversion speed
Use the One Engine LRC Altitude must be increased to remain within
Capability to determine appropriate 60 minutes of a suitable airport.
cruise altitude. This applies to Northeast/Caribbean
flights while operating within the
- Set thrust to maintain level cruise, New York Oceanic FIR area of the
do not exceed Maximum western Atlantic Ocean.
Continuous Thrust
- Cruise at One Engine Long Range
Cruise (LRC) Speed.
-NG Maximum Continuous Thrust

CFM56-7B26K Engine
Based on:
- BLD ON
- One Engine Inoperative
- Wing & Engine Anti-Ice OFF N1 - Percent
Eng&
Eng
Air Speed Total Air Temperature - °C Wing
A/I
A/I
37,000 Feet Pressure Altitude
KIAS Mach -55 -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0
160 .51 96.6 97.6 98.5 99.4 100.2 99.6 98.8 97.6 96.3 94.7 93.2 91.8
200 .63 96.0 96.9 97.8 98.7 99.6 100.4100.1 99.3 98.4 97.5 96.3 95.2
-0.8 -4.7
240 .74 95.1 96.0 96.8 97.7 98.6 99.4 100.3100.7100.0 99.2 98.4 97.5
280 .86 94.3 95.2 96.1 97.0 97.8 98.7 99.5 100.4101.2100.9100.0 99.1
KIAS Mach -55 -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0
160 .49 96.5 97.4 98.3 99.2 100.1 99.8 99.0 98.0 96.8 95.4 94.0 92.7
200 .60 96.1 97.0 97.9 98.8 99.7 100.6100.5 99.6 98.6 97.6 96.5 95.4
-0.8 -4.7
240 .71 95.0 95.9 96.8 97.7 98.6 99.4 100.3100.8100.2 99.5 98.6 97.7
280 .82 93.8 94.6 95.5 96.4 97.3 98.1 98.9 99.8 100.6100.3 99.5 98.8
KIAS Mach -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5
160 .47 97.4 98.3 99.2 100.0100.8100.0 99.1 97.9 96.7 95.3 93.9 92.6
200 .58 97.0 97.9 98.8 99.7 100.6101.4100.6 99.6 98.6 97.5 96.3 95.1
240 .68 95.9 96.8 97.7 98.5 99.4 100.2101.1100.9100.2 99.4 98.4 97.4 -0.8 -4.5
280 .79 94.3 95.1 96.0 96.8 97.7 98.5 99.3 100.2100.5 99.7 98.9 98.1
320 .89 93.6 94.5 95.4 96.2 97.1 97.9 98.7 99.5 100.3101.1100.7 99.8
KIAS Mach -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5
160 .45 97.3 98.2 99.1 100.0100.9101.1100.2 99.2 98.0 96.6 95.2 93.9
200 .55 97.1 98.0 98.9 99.7 100.6101.5101.6100.7 99.7 98.6 97.4 96.2
240 .66 95.6 96.5 97.4 98.3 99.1 100.0100.8101.3100.5 99.8 98.8 97.8 -0.9 -4.3
280 .76 93.8 94.7 95.5 96.4 97.2 98.0 98.8 99.7 100.5 99.8 98.9 98.0
320 .85 92.4 93.2 94.1 94.9 95.7 96.5 97.4 98.2 98.9 99.7 99.9 99.1
KIAS Mach -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10
160 .43 98.1 99.0 99.9 100.8101.6101.2100.2 99.1 97.9 96.4 95.1 93.8
200 .53 97.5 98.4 99.3 100.2101.0101.9101.3100.4 99.3 98.2 96.9 95.8
240 .63 96.3 97.1 98.0 98.9 99.7 100.5101.4101.1100.2 99.2 98.3 97.2
-0.9 -4.1
280 .73 94.2 95.0 95.9 96.7 97.5 98.3 99.1 99.9 100.1 99.1 98.2 97.5
320 .82 92.1 92.9 93.7 94.5 95.3 96.1 96.9 97.7 98.5 99.2 98.5 97.6
360 .91 92.1 92.9 93.7 94.5 95.3 96.1 96.9 97.7 98.5 99.2 100.0100.1
KIAS Mach -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10
160 .41 98.0 98.8 99.7 100.6101.4102.2101.2100.2 99.0 97.8 96.4 95.1
200 .51 96.9 97.8 98.7 99.6 100.4101.2101.8100.8 99.9 98.8 97.6 96.4
240 .60 95.6 96.5 97.4 98.2 99.1 99.9 100.7101.3100.4 99.4 98.5 97.5
-1.0 -4.0
280 .70 93.6 94.4 95.3 96.1 96.9 97.7 98.5 99.3 100.1 99.4 98.4 97.6
320 .79 91.6 92.4 93.2 94.0 94.8 95.6 96.4 97.2 98.0 98.7 98.6 97.8
360 .88 91.0 91.8 92.6 93.4 94.2 95.0 95.8 96.6 97.3 98.1 98.8 99.4
Eng&
Eng
A/I
A/I
KIAS Mach -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15
160 .39 98.8 99.7 100.5101.4102.2102.4101.4100.3 99.1 97.7 96.5 95.2
200 .49 97.5 98.3 99.2 100.0100.9101.7101.5100.6 99.5 98.4 97.3 96.2
240 .58 95.7 96.5 97.4 98.2 99.0 99.9 100.7100.5 99.5 98.6 97.6 96.7
-1.0 -3.9
280 .67 93.9 94.7 95.5 96.3 97.1 97.9 98.7 99.5 99.5 98.6 97.6 96.9
320 .76 91.7 92.6 93.4 94.2 95.0 95.8 96.5 97.3 98.0 98.6 97.8 97.2
360 .85 90.4 91.2 92.1 92.9 93.7 94.5 95.3 96.1 96.9 97.6 98.4 98.2
KIAS Mach -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15
160 .38 98.6 99.5 100.4101.2102.1102.9101.9100.8 99.6 98.4 97.1 95.8
200 .48 97.5 98.4 99.2 100.1100.9101.8102.2101.1100.1 99.0 97.8 96.7
240 .57 95.9 96.8 97.6 98.5 99.3 100.1100.9101.2100.2 99.2 98.2 97.3
-1.0 -3.8
280 .66 94.2 95.1 95.9 96.7 97.5 98.3 99.1 99.9 100.4 99.4 98.3 97.5
320 .75 92.1 93.0 93.8 94.6 95.4 96.2 96.9 97.7 98.5 99.2 98.6 97.8
360 .83 90.6 91.4 92.2 93.1 93.9 94.7 95.5 96.2 97.0 97.8 98.5 98.6
KIAS Mach -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20
160 .37 99.1 100.0100.9101.7102.5102.8101.8100.7 99.5 98.2 97.0 95.8
200 .46 98.4 99.3 100.1101.0101.8102.6102.3101.2100.0 98.9 97.8 96.8
240 .55 97.2 98.1 98.9 99.7 100.5101.3102.1101.6100.5 99.4 98.5 97.5
-0.9 -3.9
280 .63 95.7 96.5 97.4 98.2 99.0 99.8 100.6101.3101.0 99.8 98.9 98.1
320 .72 93.9 94.7 95.5 96.3 97.1 97.9 98.6 99.4 100.1100.2 99.3 98.6
360 .80 92.2 93 93.8 94.6 95.4 96.1 96.9 97.7 98.4 99.2 99.7 99.1
KIAS Mach -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20
160 .35 98.7 99.5 100.4101.2102.0102.8102.5101.5100.4 99.2 98.0 96.8
200 .44 98.3 99.2 100.0100.9101.7102.5103.3102.3101.1100.0 98.9 97.8
240 .53 97.5 98.4 99.2 100.0100.8101.7102.5103.1101.8100.5 99.5 98.6
-0.9 -3.6
280 .61 96.2 97.0 97.8 98.7 99.5 100.3101.1101.8102.5101.3100.1 99.3
320 .69 94.7 95.5 96.3 97.1 97.9 98.7 99.5 100.2 101 101.7100.9 99.9
360 .77 93.0 93.8 94.6 95.4 96.2 97.0 97.7 98.5 99.2 100.0100.7100.4
KIAS Mach -30 -25 -20 -15 -10 -5 0 5 10 15 20 25
160 .34 98.5 99.3 100.2101.0101.8102.6101.6100.3 99.2 98.1 97.0 95.9
200 .42 98.7 99.6 100.4101.2102.0102.8103.1101.7100.4 99.3 98.3 97.3
240 .51 97.8 98.7 99.5 100.3101.1101.9102.7102.5101.1 99.9 99.0 98.1
-0.9 -3.5
280 .59 96.3 97.1 97.9 98.7 99.5 100.3101.0101.8101.6100.5 99.6 98.8
320 .67 94.8 95.6 96.4 97.2 97.9 98.7 99.5 100.2101.0100.9100.0 99.2
360 .75 93.0 93.8 94.6 95.3 96.1 96.9 97.6 98.4 99.1 99.9 100.2 99.6
Eng&
Eng
A/I
A/I
KIAS Mach -30 -25 -20 -15 -10 -5 0 5 10 15 20 25
160 .33 97.1 98.0 98.8 99.6 100.4101.2101.6100.3 99.1 98.1 97.1 96.1
200 .41 98.0 98.8 99.6 100.4101.2102.0102.8102.5101.3100.2 99.3 98.3
240 .49 97.1 97.9 98.7 99.5 100.3101.1101.9102.7101.8100.5 99.6 98.7
-0.9 -3.4
280 .57 95.6 96.4 97.2 98.0 98.8 99.6 100.3101.1101.8100.9 99.8 99.0
320 .64 94.0 94.8 95.6 96.4 97.2 97.9 98.7 99.4 100.2100.9100.2 99.4
360 .72 92.1 92.9 93.7 94.5 95.3 96.1 96.9 97.7 98.4 99.2 99.9 99.6
KIAS Mach -25 -20 -15 -10 -5 0 5 10 15 20 25 30
160 .31 96.6 97.4 98.2 99.0 99.8 100.6100.4 99.1 98.0 97.1 96.2 95.3
200 .39 97.1 97.9 98.7 99.5 100.3101.1101.8101.5101.0100.1 99.3 98.4
240 .47 96.6 97.4 98.2 99.0 99.8 100.6101.3101.8101.1100.3 99.5 98.7
-0.9 -3.4
280 .54 95.5 96.3 97.1 97.8 98.6 99.4 100.1100.9101.0100.1 99.2 98.5
320 .62 94.1 94.9 95.7 96.5 97.2 98.0 98.7 99.5 100.2100.3 99.5 98.8
360 .69 92.2 93.1 93.9 94.7 95.5 96.3 97.0 97.8 98.6 99.3 99.6 99.0
KIAS Mach -20 -15 -10 -5 0 5 10 15 20 25 30 35
160 .30 96.3 97.0 97.8 98.6 99.4 100.1 99.3 98.1 97.1 96.3 95.4 94.5
200 .38 97.1 97.9 98.7 99.5 100.3101.0101.5100.8 99.8 99.0 98.2 97.3
240 .45 96.5 97.3 98.0 98.8 99.6 100.3101.1101.0100.1 99.4 98.6 97.9
-0.9 -3.2
280 .52 95.5 96.3 97.0 97.8 98.6 99.3 100.0100.8100.3 99.4 98.6 98.0
320 .60 94.0 94.8 95.6 96.4 97.2 97.9 98.7 99.4 100.2 99.7 98.9 98.2
360 .67 92.3 93.2 94.0 94.8 95.6 96.4 97.1 97.9 98.7 99.4 99.1 98.5
KIAS Mach -20 -15 -10 -5 0 5 10 15 20 25 30 35
160 .29 95.2 96.0 96.8 97.6 98.3 99.1 99.8 98.6 97.4 96.6 95.8 94.9
200 .36 96.0 96.7 97.5 98.3 99.0 99.8 100.5100.5 99.4 98.5 97.8 97.0
240 .43 95.6 96.4 97.2 97.9 98.7 99.4 100.2100.9100.1 99.2 98.4 97.7
-0.8 -3.2
280 .51 94.5 95.3 96.1 96.9 97.6 98.4 99.1 99.9 100.4 99.5 98.7 98.0
320 .58 93.0 93.9 94.7 95.5 96.2 97.0 97.8 98.6 99.3 99.7 99.0 98.2
360 .65 91.6 92.4 93.2 94.0 94.8 95.6 96.4 97.2 98.0 98.7 99.1 98.5
5000 Feet Pressure Altitude
KIAS Mach -10 -5 0 5 10 15 20 25 30 35 40 45
160 .26 94.9 95.7 96.4 97.2 98.0 98.8 99.2 98.3 97.4 96.6 95.9 95.1
200 .33 94.7 95.5 96.3 97.1 97.8 98.6 99.4 98.9 98.0 97.3 96.6 95.8
240 .40 94.0 94.8 95.6 96.4 97.2 97.9 98.7 99.5 98.7 97.9 97.2 96.5
-0.8 -2.7
280 .46 93.3 94.1 94.9 95.7 96.5 97.3 98.1 98.8 98.9 98.2 97.5 96.8
320 .53 92.5 93.3 94.1 94.9 95.7 96.5 97.2 98.0 98.7 98.4 97.7 97.1
360 .59 91.5 92.3 93.1 93.9 94.7 95.5 96.2 97.0 97.8 98.5 98.0 97.3
-NG One Engine Drift-Down Speed

Speed - Knots CAS
Pressure Gross Weight - 1000 lbs.
Altitude
Feet 170 160 150 140 130 120 110 100 90
41000 220 220 216 205 193
39000 231 231 225 214 204 192
37000 242 242 242 233 224 213 203 191
35000 253 253 251 242 232 222 212 202 191
33000 265 258 250 240 231 221 211 201 190
31000 266 257 248 239 230 220 210 200 189
29000 264 256 247 238 229 219 210 199 189
27000 263 255 246 237 228 219 209 199 188
25000 262 254 245 236 227 218 208 198 188
23000 261 253 244 236 227 217 208 198 187
21000 260 252 243 235 226 217 207 197 187
19000 259 251 243 234 225 216 207 197 187
17000 258 250 242 234 225 216 207 197 187
15000 258 250 242 233 225 216 206 196 186
13000 257 249 241 233 224 215 206 196 186
11000 &
256 249 241 232 224 215 206 196 186
Lower
-NG Level-Off Altitude

Based On:
- Max Continuous Thrust
- Anti-ice OFF Level-off Pressure Altitude - Feet
Gross Temperature Deviation from Standard – °C Corrections

Weight at
Start of Eng &
Driftdown Eng
-10 -5 0 +5 +10 +15 +20 Wing
1000 Lbs A/I ON
A/I ON
90 36,500 36,400 36,300 36,300 36,200 35,600 34,700 -600 -2700
100 34,500 34,500 34,400 34,300 34,200 33,500 32,700 -600 -2800
110 32,600 32,600 32,500 32,400 32,400 31,700 30,800 -700 -3100
120 30,900 30,800 30,700 30,700 30,600 29,800 28,800 -800 -3400
130 29,100 29,000 28,900 28,800 28,800 27,800 26,600 -800 -3400
140 27,100 27,100 27,000 26,900 26,800 25,800 24,600 -800 -3400
150 25,300 25,200 25,100 25,000 25,000 24,100 23,100 -800 -3400
160 23,800 23,700 23,600 23,600 23,500 22,600 21,600 -800 -3400
170 22,500 22,400 22,300 22,300 22,200 21,300 20,200 -800 -3500
-NG One Engine Long Range Cruise

Mach
Std TAS - Kts
Fuel Flow - Lbs/Hr
Pressure Gross Weight - 1000 Lbs
Altitude ISA - °C
1000 Ft 170 160 150 140 130 120 110 100 90
95.1 91.2
.611 .592
31 -46 359 348
99.8 108.8
3593 3196
95.6 92.1 89.0
.612 .594 .576
29 -42 362 352 341
91.9 99.4 106.4
3943 3539 3205
95.7 92.7 89.9 87.0
.612 .595 .580 .553
27 -38 365 355 346 330
85.2 91.5 97.3 104.0
4287 3884 3558 3176
95.7 93.0 90.6 87.9 85.2
.610 .595 .582 .558 .530
25 -35 367 358 350 336 319
79.4 84.7 89.6 95.2 101.2
4626 4229 3909 3526 3153
95.5 93.2 91.1 88.7 86.2 83.4
.607 .594 .582 .560 .535 .507
23 -31 369 361 353 340 325 308
74.3 78.7 82.8 87.4 92.5 98.0
4962 4584 4268 3887 3512 3142
97.7 95.3 93.3 91.3 89.2 86.9 84.3 81.5
.618 .604 .593 .581 .560 .538 .513 .485
21 -27 378 370 363 355 343 329 314 297
65.8 69.7 73.2 76.7 80.5 84.8 89.5 94.7
5742 5305 4952 4636 4258 3881 3507 3136
97.0 95.1 93.3 91.5 89.6 87.4 85.1 82.5 79.8
.613 .601 .590 .578 .559 .539 .516 .491 .466
19 -23 378 370 364 357 345 332 318 303 288
62.3 65.4 68.3 71.2 74.5 78.1 82.1 86.5 91.2
6065 5665 5333 5009 4631 4252 3876 3502 3151
94.7 93.2 91.6 89.8 87.8 85.7 83.3 80.8 78.3
.597 .588 .575 .557 .538 .517 .494 .471 .449
17 -19 371 366 357 346 334 321 307 293 279
61.4 63.8 66.3 69.2 72.2 75.6 79.3 83.3 87.7
6047 5733 5391 5010 4630 4252 3875 3515 3181

Altitude ISA - °C
170 160 150 140 130 120 110 100 90
1000 Ft
93.2 91.6 89.9 88.1 86.1 83.9 81.6 79.3 76.7
.585 .571 .554 .536 .517 .496 .474 .454 .433
15 -15 367 358 347 336 324 311 297 284 271
59.7 62.0 64.5 67.1 70.0 73.1 76.6 80.3 84.3
6144 5769 5385 5005 4625 4247 3880 3541 3218
91.6 90.0 88.2 86.4 84.3 82.2 80.0 77.7 75.3
.566 .550 .533 .515 .496 .476 .457 .438 .419
13 -11 357 347 337 325 313 300 289 276 264
58.2 60.4 62.7 65.2 67.9 70.8 74.0 77.4 81.1
6133 5749 5368 4988 4610 4240 3899 3570 3259
89.9 88.3 86.6 84.7 82.7 80.7 78.5 76.3 74.1
.545 .529 .513 .495 .476 .459 .441 .423 .405
11 -7 347 337 326 315 303 292 281 269 258
56.8 58.8 61.0 63.3 65.9 68.6 71.5 74.6 77.9
6106 5725 5345 4967 4598 4255 3924 3608 3305
88.3 86.7 84.9 83.0 81.1 79.1 77.1 75.0 72.7
.525 .509 .492 .475 .459 .443 .427 .410 .393
9 -3 336 326 315 305 294 284 273 262 251
55.3 57.2 59.2 61.4 63.8 66.3 69.0 71.8 75.0
6086 5706 5328 4959 4615 4282 3963 3655 3355
86.6 85.0 83.2 81.5 79.6 77.7 75.8 73.7 71.4
.505 .489 .474 .459 .444 .428 .413 .397 .381
7 1 326 316 306 296 286 277 266 256 246
53.7 55.5 57.4 59.5 61.7 64.0 66.4 69.1 72.1
6070 5691 5324 4979 4644 4323 4012 3707 3411
N1 – Add / Subtract 1.7% for each 10°C Hotter / Colder standard day
Altitude Capability Maximum Gross Weight - 1000 Lbs

Engine Limited Buffet Limited
Pressure Temperature Deviation - °C The B737-NG One Engine
Altitude 10 & Altitude Capability is not
15 20 25 30 limited by buffet margin.
1000 Ft colder
31 108 103 98 93 86
29 117 112 107 100 94
27 126 120 113 106 100
25 134 128 120 113 107
23 148 141 132 124 117
21 163 155 145 136 128
19 176 168 157 146 138
17 188 178 166 155 147
15 200 189 176 165 157
13 210 198 183 174 165
11 220 206 193 183 173
-NG One Engine High Speed Cruise

- One engine inoperative Specific Range - NM/1000 Lbs
- 335 Kts IAS Fuel Flow - Lbs/Hr
Pressure ISA - °C Gross Weight - 1000 Lbs
Altitude IAS - Kts
1000 Ft Std TAS - Kts 170 160 150 140 130 120 110 100
-15 97.1 96.9 96.7 96.7
15 335 56.6 57.1 57.4 57.5
413 7298 7239 7200 7183
-11 96.5 96.0 95.7 95.4 95.1 94.9 94.7 94.7
13 335 53.3 54.2 54.8 55.4 55.9 56.3 56.6 56.6
401 7528 7409 7327 7251 7184 7133 7099 7088
-7 94.6 94.2 94.0 93.7 93.5 93.3 93.2 93.2
11 335 52.5 53.2 53.7 54.3 54.7 55.1 55.3 55.4
390 7438 7335 7262 7191 7129 7080 7050 7047
-3 93.1 92.7 92.4 92.2 91.9 91.7 91.6 91.6
9 335 51.3 52.0 52.5 53.0 53.5 53.8 54.0 54.0
379 7398 7299 7229 7158 7095 7048 7024 7024
1 91.5 91.1 90.9 90.6 90.4 90.2 90.1 90.1
7 335 50.0 50.6 51.1 51.6 52.0 52.3 52.5 52.5
369 7380 7290 7225 7155 7092 7049 7030 7028
5 89.9 89.6 89.4 89.1 88.9 88.7 88.7 88.6
5 335 48.6 49.2 49.6 50.1 50.5 50.8 50.9 51.0
359 7380 7296 7231 7162 7099 7061 7044 7039
9 88.5 88.1 87.9 87.6 87.4 87.2 87.2 87.2
3 335 47.3 47.8 48.2 48.7 49.1 49.3 49.4 49.5
349 7385 7305 7240 7172 7113 7077 7061 7056
Corrections for Temperature Deviation from STD Day:
Altitude Capability, Maximum Gross Weight - 1000 Lbs

Pressure Temperature Deviation from ISA - °C The B737-NG
Altitude One Engine
1000 Ft -10 -5 0 5 10 15 20 25 30 Altitude
15 147 142 137 132 126 - - - - Capability is not
13 185 182 180 177 174 125 - - - limited by buffet
margin.
11 214 212 210 208 206 172 - - -
9 238 236 235 233 231 204 164 - -
7 261 260 258 256 255 229 197 157 -
5 281 279 278 277 275 251 223 191 144
3 296 295 294 292 291 271 244 218 181
-NG One Engine Holding

- Min Drag Speed Speed - KIAS
- Holding in a Racetrack Pattern Fuel Flow - Lbs/Hr
Altitude
1000 Ft 170 160 150 140 130 120 110 100 90
94.2 88.6
31 175 166
3400 2930
94.8 89.7 85.9
29 183 174 165
3740 3270 2890
95.0 90.4 87.0 84.1
27 191 183 174 165
4080 3600 3210 2870
98.8 94.8 90.9 87.7 84.9 81.9
25 207 199 191 182 174 164
4950 4390 3920 3530 3170 2830
98.3 94.5 91.0 88.2 85.6 82.8 80.0
23 214 206 198 190 182 173 164
5250 4700 4250 3860 3500 3160 2820
97.5 94.0 91.1 88.6 86.2 83.7 81.1 78.3
21 220 213 206 198 190 182 173 164
5530 5010 4590 4210 3850 3500 3160 2830
98.7 95.4 92.4 89.8 87.7 85.3 82.9 80.3 77.5
20 227 220 213 205 198 190 181 173 164
5950 5410 4970 4570 4200 3850 3500 3170 2840
90.8 89.0 87.1 85.1 83.0 80.8 78.4 75.8 73.1
15 226 219 212 205 197 189 181 172 163
5640 5270 4900 4540 4200 3860 3530 3220 2910
86.3 84.6 82.7 80.8 78.7 76.5 74.3 71.7 68.8
10 225 218 211 204 196 188 180 172 162
5560 5220 4870 4530 4210 3890 3580 3260 2960
82.1 80.3 78.5 76.7 74.7 72.5 70.1 67.6 65.0
5 224 217 210 203 196 188 179 171 162
5560 5230 4900 4580 4260 3940 3620 3320 3020
79.2 77.6 75.8 73.9 71.8 69.6 67.4 64.9 62.2
1.5 223 216 210 203 195 187 179 171 162
5590 5270 4940 4620 4310 4000 3690 3380 3080
For holding straight and level, reduce fuel flow by 5 percent.
-MAX 8 One Engine Inoperative
-MAX 8 One Engine Driftdown

Driftdown and Cruise Following an Engine Failure
All Flights, Except for Over Water Over Water Portion of
Portion of Long Overwater Flights Long Overwater Flights
Driftdown Driftdown
- Set Maximum Continuous Thrust - Set Maximum Continuous Thrust
- Driftdown at the Driftdown Speed - Driftdown at Mach .79 / 335 KIAS
After Reaching bottom of driftdown After Reaching bottom of driftdown
• If terrain clearance is a concern: - Continue with Maximum Continuous
- Continue with Maximum Continuous Thrust.
Thrust. - Cruise / Climb at 335 Knots IAS.
- Cruise / Climb at the Driftdown Use the One Engine High Speed
Speed. Cruise chart.
• If terrain clearance is not a concern: Long Overwater Flights are those
- Level-off at desired cruise altitude. flights in which the diversion speed
Use the One Engine LRC Altitude must be increased to remain within
Capability to determine appropriate 60 minutes of a suitable airport.
cruise altitude. This applies to Northeast/Caribbean
flights while operating within the
- Set thrust to maintain level cruise, New York Oceanic FIR area of the
do not exceed Maximum western Atlantic Ocean.
Continuous Thrust
- Cruise at One Engine Long Range
Cruise (LRC) Speed.
-MAX 8 Maximum Continuous Thrust

LEAP-1B28 Engine
Based on:
- BLD ON
- One Engine Inoperative
- Wing & Engine Anti-Ice OFF N1 - Percent
Eng&
Eng
A/I
A/I
KIAS Mach -55 -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0
160 .427 85.9 86.9 87.8 88.8 89.7 90.6 91.5 91.5 91.3 90.6 89.9 89.2
200 .530 85.7 86.7 87.6 88.6 89.5 90.5 91.4 92.3 91.9 91.3 90.6 89.7 -1.0 -3.7
240 .630 85.1 86.1 87.0 88.0 88.9 89.8 90.7 91.7 92.6 92.0 91.4 90.8
KIAS Mach -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5
160 .409 86.9 87.8 88.8 89.7 90.6 91.5 92.3 91.5 91.1 90.3 89.4 88.5
200 .508 86.3 87.2 88.2 89.1 90.0 90.9 91.8 92.4 91.6 91.1 90.2 89.1 -1.0 -3.6
240 .605 85.6 86.5 87.5 88.4 89.3 90.2 91.1 92.0 92.6 91.7 90.8 89.9
KIAS Mach -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10
160 .392 87.9 88.8 89.8 90.7 91.6 92.5 92.5 91.4 90.7 89.9 88.9 87.9
200 .487 87.0 87.9 88.8 89.7 90.6 91.5 92.4 92.2 91.4 90.6 89.6 88.5 -1.0 -3.6
240 .581 85.9 86.8 87.7 88.6 89.5 90.4 91.3 92.2 92.0 91.3 90.4 89.5
KIAS Mach -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15
160 .384 88.5 89.4 90.3 91.2 92.1 92.9 91.6 90.9 90.1 89.1 88.1 87.0
200 .478 88.0 88.9 89.8 90.7 91.6 92.5 92.9 91.9 91.1 90.1 89.1 88.0 -1.0 -3.6
240 .569 87.4 88.3 89.2 90.1 91.0 91.8 92.7 93.1 92.2 91.5 90.4 89.3
KIAS Mach -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20
160 .369 88.7 89.6 90.5 91.3 92.2 92.3 91.2 90.6 89.5 88.4 87.3 86.2
200 .458 88.3 89.1 90.0 90.9 91.8 92.6 92.2 91.3 90.5 89.5 88.3 87.2
-1.2 -3.8
240 .547 89.5 90.4 91.3 92.2 93.1 94.0 94.8 94.3 93.4 92.5 91.5 90.4
280 .634 88.2 89.1 90.0 90.8 91.7 92.5 93.4 94.3 93.8 93.3 92.8 92.3
KIAS Mach -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20
160 .354 88.0 88.9 89.7 90.6 91.5 92.3 91.9 91.1 90.1 88.9 87.7 86.5
200 .440 87.4 88.3 89.1 90.0 90.8 91.7 92.5 91.5 90.7 89.6 88.4 87.2
-1.2 -3.9
240 .526 90.2 91.1 92.0 92.9 93.7 94.6 95.5 96.2 95.1 94.2 93.2 92.1
280 .610 89.6 90.5 91.4 92.3 93.1 94.0 94.9 95.8 96.4 95.1 94.1 93.3
KIAS Mach -30 -25 -20 -15 -10 -5 0 5 10 15 20 25
160 .340 87.8 88.7 89.5 90.4 91.2 92.1 91.3 90.4 89.3 88.1 86.9 85.7
200 .423 87.3 88.1 88.9 89.8 90.6 91.4 91.8 90.9 89.9 88.8 87.6 86.4
240 .506 89.7 90.6 91.4 92.3 93.2 94.0 94.9 94.8 93.9 93.1 92.1 91.0 -1.2 -4.0
280 .587 90.5 91.4 92.3 93.2 94.1 94.9 95.8 96.7 96.3 95.2 94.4 93.4
320 .667 88.9 89.8 90.7 91.6 92.4 93.2 94.1 94.9 95.8 95.3 94.8 94.3
Eng&
Eng
A/I
A/I
KIAS Mach -30 -25 -20 -15 -10 -5 0 5 10 15 20 25
160 .327 87.0 87.9 88.7 89.5 90.3 91.2 91.6 90.6 89.6 88.5 87.3 86.0
200 .407 86.5 87.4 88.2 89.0 89.8 90.6 91.5 91.2 90.1 89.0 87.9 86.7
240 .486 87.7 88.6 89.4 90.3 91.1 91.9 92.8 93.6 92.9 92.1 91.1 90.1 -1.2 -3.8
280 .565 90.5 91.4 92.2 93.1 94.0 94.9 95.7 96.6 97.5 96.3 95.4 94.5
320 .643 89.0 89.9 90.8 91.7 92.5 93.4 94.2 95.0 95.9 96.7 95.7 94.7
KIAS Mach -25 -20 -15 -10 -5 0 5 10 15 20 25 30
160 .314 87.6 88.5 89.3 90.1 90.9 91.7 91.7 90.7 89.6 88.6 87.4 86.2
200 .391 87.2 88.1 88.9 89.7 90.5 91.3 92.1 91.2 90.1 89.1 88.0 86.8
240 .468 87.3 88.1 89.0 89.8 90.6 91.4 92.2 92.7 91.8 90.7 89.8 88.7
-1.2 -3.8
280 .544 90.4 91.2 92.1 93.0 93.8 94.7 95.5 96.4 96.5 95.5 94.8 93.8
320 .620 89.0 89.9 90.7 91.6 92.4 93.3 94.1 94.9 95.8 95.9 95.2 94.5
340 .657 87.9 88.8 89.6 90.5 91.3 92.1 92.9 93.7 94.6 95.4 96.2 95.9
KIAS Mach -20 -15 -10 -5 0 5 10 15 20 25 30 35
160 .302 88.7 89.6 90.4 91.2 92.1 92.9 92.4 91.6 90.6 89.6 88.4 87.3
200 .377 88.4 89.2 90.1 90.9 91.7 92.5 93.0 92.0 91.1 90.1 89.0 87.9
240 .451 87.6 88.4 89.3 90.1 90.9 91.7 92.5 92.4 91.5 90.6 89.6 88.6
-1.2 -3.6
280 .525 89.8 90.7 91.5 92.4 93.2 94.0 94.9 95.7 95.2 94.4 93.4 92.5
320 .597 89.0 89.9 90.7 91.5 92.4 93.2 94.0 94.8 95.6 95.2 94.5 93.7
340 .634 87.3 88.1 89.0 89.8 90.6 91.4 92.2 93.0 93.8 94.1 94.4 94.0
KIAS Mach -20 -15 -10 -5 0 5 10 15 20 25 30 35
160 .291 89.1 89.9 90.8 91.6 92.4 93.3 94.1 93.3 92.5 91.6 90.6 89.5
200 .363 88.6 89.5 90.3 91.2 92.0 92.8 93.6 93.7 92.9 92.1 91.1 90.1
240 .434 88.0 88.8 89.7 90.5 91.3 92.1 93.0 93.8 93.3 92.5 91.6 90.6
-1.2 -3.3
280 .506 89.4 90.2 91.1 91.9 92.8 93.6 94.4 95.3 95.9 94.9 94.1 93.2
320 .576 88.2 89.0 89.9 90.7 91.5 92.3 93.1 93.9 94.7 95.1 94.4 93.6
340 .612 86.8 87.6 88.4 89.2 90.0 90.8 91.6 92.4 93.1 93.9 93.7 93.2
5000 Feet Pressure Altitude
KIAS Mach -10 -5 0 5 10 15 20 25 30 35 40 45
160 .265 88.8 89.6 90.4 91.2 92.0 92.8 93.3 92.5 91.5 90.6 89.6 88.5
200 .331 88.5 89.3 90.1 90.9 91.7 92.5 93.3 92.9 91.9 91.0 90.0 88.9
240 .397 88.0 88.8 89.6 90.4 91.2 92.0 92.8 93.3 92.4 91.4 90.5 89.5
-0.6 -1.8
280 .462 87.4 88.2 89.0 89.9 90.7 91.5 92.2 93.0 92.9 92.0 91.2 90.3
320 .527 85.5 86.3 87.1 87.9 88.7 89.5 90.3 91.0 91.7 91.7 91.4 90.8
340 .560 83.3 84.1 84.9 85.7 86.5 87.3 88.0 88.8 89.5 89.9 89.9 89.8
-MAX 8 One Engine Drift-Down Speed

Based on:
- Max L/D Speed
- Anti-ice OFF Speed - Knots CAS
Pressure Gross Weight - 1000 lbs.
Altitude
Feet 180 170 160 150 140 130 120 110 100
41,000 245 239 232 225 217 209 201 193 185
39,000 245 239 232 225 217 209 201 193 185
37,000 245 239 232 225 217 209 201 193 185
35,000 245 239 232 225 217 209 202 193 185
33,000 245 239 232 225 217 209 202 194 186
31,000 245 239 232 225 218 210 202 194
29,000 245 240 233 225 218 210 202 196
27,000 245 240 233 226 218 210 203
25,000 245 240 233 226 218 211
23,000 246 240 233 226
21,000 246 240 234
19,000 &
247
lower
-MAX 8 Level-Off Altitude

Based On:
- Anti-ice OFF Level-off Pressure Altitude - Feet
Gross Temperature Deviation from Standard – °C Corrections

Weight at
Start of Eng &
Driftdown Eng
-10 -5 0 +5 +10 +15 +20 Wing
1000 Lbs A/I ON
A/I ON
100 33,300 33,300 33,300 33,200 33,200 32,800 32,300 600 2500
110 31,400 31,300 31,300 31,300 31,200 30,600 29,900 600 2500
120 29,400 29,300 29,300 29,300 29,200 28,400 27,400 600 2500
130 27,500 27,400 27,400 27,300 27,300 26,300 25,200 600 2500
140 25,700 25,600 25,600 25,500 25,500 24,500 23,600 500 2500
150 24,200 24,100 24,100 24,100 24,000 23,200 22,300 500 2500
160 22,900 22,900 22,900 22,800 22,800 22,000 21,100 500 2800
170 21,800 21,800 21,800 21,700 21,700 20,900 20,000 500 3100
180 20,800 20,800 20,700 20,700 20,700 19,800 18,500 500 3600
-MAX 8 One Engine Long Range Cruise

Mach
Std TAS - Kts
Fuel Flow - Lbs/H
ISA
Altitude
°C 180 170 160 150 140 130 120 110 100
1000 Ft
87.5
.582
29 -42 345
113.8
3027
88.2 85.8
.583 .563
27 -38 348 336
104.7 111.1
3326 3027
88.7 86.5 83.9
.583 .565 .542
25 -35 351 340 326
96.8 102.2 108.0
3624 3328 3020
89.0 87.0 84.6 82.0
.582 .565 .544 .520
23 -31 353 343 330 316
89.8 94.3 99.2 104.8
3931 3637 3329 3011
90.9 89.3 87.3 85.1 82.8 80.1
.591 .580 .564 .544 .522 .499
21 -27 361 355 345 333 320 305
79.9 83.7 87.4 91.6 96.3 101.5
4522 4238 3947 3638 3319 3008
92.5 90.9 89.4 87.5 85.5 83.3 80.9 78.2
.597 .588 .577 .562 .543 .523 .502 .479
19 -23 368 363 356 346 335 323 309 296
72.0 75.0 78.2 81.4 85.0 89.0 93.4 98.5
5110 4836 4554 4256 3945 3625 3313 3002
92.3 90.9 89.4 87.6 85.8 83.7 81.5 79.0 76.4
.593 .585 .573 .558 .541 .523 .503 .482 .462
17 -19 369 363 356 347 337 325 313 300 287
67.9 70.6 73.2 76.1 79.2 82.7 86.4 90.8 95.5
5427 5149 4866 4563 4250 3928 3616 3303 3003
90.8 89.3 87.7 85.9 84.0 81.9 79.6 77.2 74.5
.581 .569 .554 .538 .521 .503 .484 .464 .445
15 -15 364 356 347 337 326 315 303 291 279
66.5 68.8 71.3 74.1 77.1 80.4 84.1 88.1 92.6
5469 5175 4868 4553 4230 3918 3604 3301 3009

ISA
Altitude
°C 180 170 160 150 140 130 120 110 100
1000 Ft
89.2 87.6 86.0 84.2 82.2 80.1 77.8 75.4 72.8
.563 .550 .534 .518 .501 .484 .466 .448 .429
13 -11 356 347 337 327 316 305 294 283 271
64.8 67.0 69.4 72.1 74.9 78.2 81.7 85.5 89.8
5485 5178 4858 4537 4223 3906 3600 3306 3018
87.5 85.9 84.2 82.4 80.4 78.3 76.0 73.6 71.0
.544 .530 .515 .499 .483 .466 .450 .432 .415
11 -7 346 337 327 317 307 297 286 275 264
63.1 65.3 67.6 70.1 73.0 76.1 79.4 83.0 87.1
5484 5161 4842 4525 4206 3898 3603 3313 3028
85.8 84.2 82.5 80.7 78.6 76.5 74.2 71.9 69.4
.525 .510 .496 .481 .466 .450 .434 .418 .401
9 -3 336 327 318 308 298 288 278 268 257
61.5 63.5 65.8 68.3 71.1 73.9 77.1 80.6 84.0
5466 5147 4827 4507 4198 3901 3610 3323 3060
84.1 82.5 80.7 78.9 76.9 74.7 72.5 70.3 67.8
.506 .492 .478 .464 .450 .435 .420 .404 .388
7 1 326 317 308 299 290 281 271 261 251
59.8 61.9 64.2 66.6 69.1 71.8 74.8 77.9 81.0
5452 5129 4807 4498 4201 3908 3620 3350 3094
82.4 80.8 79.0 77.1 75.1 73.1 71.0 68.7 66.5
.488 .475 .462 .448 .435 .421 .406 .392 .377
5 5 317 309 300 291 283 273 264 255 245
58.4 60.4 62.5 64.7 67.2 69.8 72.5 75.3 78.5
5427 5106 4798 4501 4206 3917 3643 3382 3121
Altitude Capability Maximum Gross Weight - 1000 Lbs

Pressure Temperature Deviation - °C The B737-MAX 8 One
Altitude 10 & Engine Altitude Capability is
15 20 25 30 not limited by buffet margin.
1000 Ft colder
29 98 92 - - -
27 106 100 95 - -
25 114 107 102 95 -
23 121 114 107 100 94
21 128 120 113 106 99
19 135 127 119 111 104
17 143 134 125 117 110
15 150 141 131 123 115
13 157 148 138 130 121
11 164 154 145 136 127
9 171 161 151 142 133
7 178 168 158 148 139
5 184 174 164 154 145
-MAX 8 One Engine High Speed Cruise

- One engine inoperative Specific Range - NM/1000 Lbs
- 335 Kts IAS Fuel Flow - Lbs/Hr
Pressure ISA - °C Gross Weight - 1000 Lbs
Altitude IAS - Kts
1000 Ft Std TAS - Kts 180 170 160 150 140 130 120 110
-15 93.6 93.4
15 335 65.8 66.3
413 6283 6232
-11 92.1 91.9 91.7
13 335 64.2 64.7 65.1
401 6259 6203 6167
-7 91.4 91 90.7 90.4 90.2 90
11 335 60.6 61.4 62.2 62.8 63.3 63.7
390 6435 6353 6279 6215 6169 6131
-3 90.5 90.1 89.7 89.3 89 88.7 88.5 88.4
9 335 57.6 58.5 59.2 60.0 60.7 61.2 61.6 62.0
379 6585 6490 6403 6323 6254 6202 6156 6116
1 88.8 88.4 88 87.6 87.4 87.1 86.9 86.8
7 335 56.2 57.0 57.8 58.5 59.1 59.6 60.0 60.4
369 6568 6473 6384 6308 6246 6192 6145 6111
5 87.1 86.7 86.3 86 85.8 85.5 85.3 85.2
5 335 54.7 55.5 56.3 56.9 57.5 58.0 58.4 58.7
359 6555 6459 6377 6308 6244 6188 6144 6112
9 85.5 85.2 84.8 84.5 84.2 84 83.8 83.7
3 335 53.4 54.1 54.8 55.4 56.0 56.4 56.8 57.2
349 6541 6454 6374 6302 6237 6183 6142 6107
Corrections for Temperature Deviation from STD Day:
Altitude Capability, Maximum Gross Weight - 1000 Lbs

Pressure Temperature Deviation from ISA - °C The B737-MAX 8
Altitude One Engine
1000 Ft -10 -5 0 5 10 15 20 25 Altitude
15 132 128 125 123 120 - - - Capability is not
13 141 138 135 132 130 - - - limited by buffet
margin.
11 171 168 166 164 162 126 - -
9 189 187 185 183 181 151 100 -
7 187 186 184 182 180 154 115 -
5 197 195 194 192 190 172 150 98
3 202 200 199 197 195 176 151 106
-MAX 8 One Engine Holding

Based On:
- Flaps and Gear Retracted N1 Required - Percent
- Min Fuel Flow Speed Speed - KIAS
- Holding in a Racetrack Pattern Fuel Flow - Lbs/Hr
Altitude
1000 Ft 180 170 160 150 140 130 120 110 100
86.6
31 182
2790
87.0 84.0
29 191 182
3070 2730
87.7 84.9 82.0
27 199 190 181
3350 3010 2700
88.0 85.4 82.7 79.9
25 207 199 190 181
3620 3290 2980 2680
88.1 85.7 83.2 80.7 77.9
23 215 207 198 190 180
3900 3570 3260 2960 2670
90.4 88.1 85.9 83.6 81.2 78.7 75.8
21 230 222 214 206 198 189 180
4520 4170 3850 3540 3240 2950 2660
89.1 87.0 84.8 82.6 80.3 77.7 74.8
20 229 222 214 206 198 188 179
4480 4150 3830 3530 3230 2940 2660
87.6 85.8 83.9 82.0 79.9 77.6 75.1 72.5 69.6
15 242 235 228 220 212 204 196 188 180
4980 4660 4360 4050 3760 3480 3190 2910 2650
82.8 81.0 79.1 77.1 74.8 72.6 70.1 67.5 64.8
10 241 233 226 219 212 204 196 186 177
4880 4580 4290 4000 3710 3440 3180 2920 2670
77.9 76.0 74.1 72.1 70.0 67.8 65.6 63.0 60.3
5 239 232 226 219 211 202 193 184 175
4810 4510 4240 3970 3720 3440 3170 2910 2670
74.6 72.8 70.9 69.0 67.0 64.9 62.7 60.3 57.6
1.5 239 233 225 217 208 200 192 184 176
4780 4520 4260 3990 3710 3450 3190 2940 2680
For holding straight and level, reduce fuel flow by 5 percent.
-NG Gear Down Operations

General
The B737-NG is not approved for revenue operation with the known inability
to retract the landing gear.
The data in this section is provided in the event the landing gear fails to
retract. If the decision is made to fly to the destination or divert to another
airport, use this data in lieu of the flight plan and normal performance tables.
Included in this section are tables for:
• Fuel Burn and Time
This table gives a quick reference for the estimated fuel burn and time for
the entire flight with the landing gear extended. To use this data:
- Start with the Wind Correction table to determine the Air Distance.
- Enter the Fuel Burn and Time table to determine the fuel burn and
time for 130,000 Lb initial weight.
- Correct the fuel burn for weight using the weight correction table.
• Long Range Cruise
This table shows Mach No., TAS, Specific Range, and Fuel Flow per
engine based on cruising at Long Range Cruise speed. Use the Altitude
Capability chart to determine cruise altitude.
• Holding
This table shows Speed and Fuel Flow per Engine for holding in a
racetrack holding pattern.
FMC Data
Because the FMC does not incorporate a gear down position input, the
VNAV mode is not to be used during gear down operations. There is no
accountability for gear drag and no provisions for the FMC to generate climb,
cruise, or descent speed schedules or fuel predictions appropriate for gear
down flight. Use the tables in this section.
Ferry Flights
This data is also used for maintenance ferry flights planned to be operated
with the gear extended.
Takeoff with the known inability to retract the landing gear requires
corrections to the takeoff and landing performance. Apply the takeoff and
landing corrections shown on the following page.
Maximum Takeoff Weight

Reduce both the Maximum Climb and Maximum Runway Takeoff Weights by
the reduction shown in the following table.
-NG Maximum Climb and Maximum Runway Takeoff Weight
Reductions
Based On:
Landing Gear Extended Weight Reduction - 1000 lbs
Uncorrected Max Climb Takeoff Flap Setting
or Max Runway Weight
1000 lbs Flaps 1 Flaps 5 Flaps 15
170 & Heavier 20.4 17.0 15.3
160 19.2 16.0 14.4
150 18.0 15.0 13.5
140 16.8 14.0 12.6
130 & Lighter 15.6 13.0 11.7
-NG Maximum Landing Weight

Reduce the Climb Limited Maximum Landing Weight by 15,000 lbs.
-NG Gear Down – Fuel Burn and Time

Based On:
- 130,000 Lbs Initial Weight Fuel Burn - 1000 Lbs
- Includes Climb, Cruise, and Descent Time - Hrs:Mins
Cruise Air Distance - NM
Altitude
1000 Ft 200 400 600 800 1000 1200 1400 1600 1800
3.5 7.6 11.7 15.7 19.6 23.4 27.1 30.7 34.3
28
0:41 1:18 1:54 2:31 3:09 3:47 4:26 5:05 5:45
3.8 8.1 12.4 16.6 20.7 24.7 28.6 32.4 36.2
24
0:43 1:21 2:00 2:39 3:20 4:00 4:42 5:25 6:08
4.1 8.8 13.3 17.8 22.1 26.4 30.6 34.6 38.6
20
0:44 1:25 2:07 2:49 3:32 4:16 5:01 5:47 6:33
4.8 9.9 15.0 19.9 24.7 29.4 34.0 38.6 43.0
14
0:47 1:32 2:18 3:05 3:52 4:41 5:31 6:22 7:14
5.3 10.8 16.1 21.4 26.5 31.6 36.5 41.3 46.1
10
0:49 1:37 2:26 3:16 4:07 4:59 5:52 6:47 7:42
Wind Correction - Ground Distance to Air Distance

Headwind - Knots Ground Tailwind - Knots
Distance
100 80 60 40 20 NM 20 40 60 80 100
325 290 260 236 217 200 188 178 168 160 153
658 586 524 475 435 400 377 357 338 321 307
994 884 789 714 653 600 566 535 507 482 460
1336 1185 1056 955 872 800 755 713 676 642 613
1683 1490 1326 1196 1091 1000 943 891 844 802 765
2036 1799 1597 1439 1311 1200 1131 1068 1011 961 917
2395 2112 1871 1683 1531 1400 1319 1245 1179 1120 1068
2761 2429 2147 1928 1752 1600 1507 1422 1346 1278 1219
3133 2751 2427 2175 1974 1800 1695 1599 1513 1436 1368
Weight Correction
Add 6% Fuel Burn for each 10,000

Initial Weight Heavier than 130,000 Lbs
Lbs heavier than 130,000 Lbs
Subtract 4% Fuel Burn for each
Initial Weight Lighter than 130,000 Lbs
10,000 Lbs lighter than 130,000 Lbs
Use the Altitude Capability table on page 40.5 to determine maximum cruise
altitude.
-NG Gear Down – Two Engine Long Range Cruise

N1 Required
Mach
Std TAS - kts
ISA - °C
1000 Ft 170 160 150 140 130 120 110 100 90
93.4 89.4 86.0
.580 .560 .540
33 -50 337 326 314
54.4 59.1 63.6
3102 2755 2468
93.7 90.1 87.0 84.2
.579 .561 .542 .518
31 -46 340 329 318 304
50.2 54.2 57.9 61.7
3379 3038 2749 2464
93.8 90.5 87.7 85.2 82.3
.576 .560 .543 .521 .496
29 -42 341 331 321 309 293
46.7 49.9 53.0 56.2 59.7
3652 3320 3030 2744 2458
93.6 90.7 88.3 86.0 83.4 80.6
.573 .558 .543 .523 .499 .475
27 -38 342 333 324 312 298 284
43.6 46.3 48.9 51.6 54.5 57.9
3924 3598 3310 3023 2734 2451
93.3 90.8 88.7 86.6 84.2 81.6 78.8
.569 .555 .541 .523 .501 .479 .456
25 -35 343 334 326 315 302 289 275
40.8 43.1 45.3 47.6 50.1 53.0 56.3
4196 3878 3594 3303 3009 2722 2439
93.0 90.8 88.9 87.0 84.8 82.4 79.9 77.1
.565 .552 .538 .521 .501 .481 .460 .438
23 -31 343 335 327 316 304 292 279 266
38.3 40.2 42.0 44.0 46.1 48.6 51.3 54.4
4477 4170 3889 3594 3297 3006 2720 2441
92.6 90.7 89.1 87.2 85.2 83.0 80.7 78.2 75.4
.560 .548 .535 .518 .500 .482 .462 .442 .421
21 -27 343 335 327 317 306 295 283 271 258
35.9 37.4 39.0 40.7 42.5 44.6 46.9 49.5 52.2
4773 4476 4195 3896 3596 3302 3015 2735 2466
91.5 89.9 88.2 86.3 84.3 82.1 79.8 77.3 74.6
.552 .540 .525 .508 .490 .472 .453 .434 .413
20 -25 339 332 322 312 301 290 278 266 254
35.5 36.9 38.4 40.0 41.8 43.9 46.1 48.5 51.1
4776 4497 4199 3896 3599 3307 3022 2745 2482

ISA - °C
1000 Ft 170 160 150 140 130 120 110 100 90
87.3 85.7 83.9 82.0 80.1 77.9 75.7 73.3 70.6
.505 .491 .476 .461 .445 .429 .412 .394 .375
15 -15 316 307 298 289 279 269 258 247 235
32.8 34.0 35.4 36.8 38.4 40.1 41.9 43.9 46.0
4821 4517 4217 3923 3633 3351 3079 2812 2551
83.2 81.6 79.8 78.0 76.1 74.1 71.8 69.3 66.7
.460 .447 .434 .420 .406 .391 .375 .359 .343
10 -5 294 286 277 268 259 250 240 229 219
30.5 31.6 32.7 33.9 35.2 36.7 38.3 39.9 41.7
4817 4523 4234 3954 3676 3402 3132 2872 2623
79.3 77.7 76.1 74.3 72.3 70.1 68.0 65.8 63.3
.421 .409 .397 .384 .371 .358 .344 .330 .316
5 5 274 266 258 250 241 233 224 215 205
28.2 29.1 30.1 31.2 32.3 33.6 34.8 36.2 37.8
4852 4569 4287 4008 3733 3467 3211 2963 2717
% N1 – Add / Subtract 2% N1 for each 10°C Hotter / Colder standard day
Altitude Capability
Temperature Deviation - °C The B737-NG Altitude
Pressure
Capability with Gear Down
Altitude 10 &
15 20 25 30 is not limited by buffet
1000 Ft colder margin.
35 100 95 90 84 79
33 110 105 99 93 87
31 120 115 109 102 95
29 130 124 118 110 103
27 139 133 126 117 110
25 149 141 134 125 118
23 157 149 140 131 124
21 166 156 146 138 129
20 170 160 149 140 132
15 190 178 168 159 150
-NG Gear Down – Two Engine Holding

Based On:
- Flaps Retracted N1 Required - Percent
- Gear Extended IAS - Kts
Altitude
1000 Ft 170 160 150 140 130 120 110 100 90
89.5 85.2
35 169 159
2610 2290
94.7 90.1 86.2 83.0
33 185 177 168 159
3290 2880 2550 2270
94.6 90.4 86.9 84.0 81.0
31 192 184 176 167 158
3540 3140 2820 2530 2260
94.3 90.5 87.3 84.7 82.0 79.1
29 199 192 184 175 167 158
3780 3400 3080 2790 2510 2250
93.7 90.4 87.6 85.3 82.8 80.2 77.3
27 206 199 191 183 175 167 158
4020 3660 3340 3050 2770 2500 2240
92.9 90.3 87.8 85.7 83.3 80.9 78.2 75.4
25 212 205 198 191 183 175 166 157
4250 3910 3590 3300 3020 2740 2470 2210
88.7 86.9 85.0 83.0 80.9 78.7 76.3 73.8 71.2
20 218 211 204 197 189 182 174 166 157
4420 4130 3830 3550 3270 3010 2750 2500 2260
84.1 82.3 80.5 78.5 76.4 74.3 72.0 69.3 66.4
15 216 210 203 196 188 181 173 165 156
4400 4110 3830 3570 3300 3050 2800 2550 2310
79.7 77.9 76.2 74.3 72.3 70.0 67.6 65.1 62.4
10 215 209 202 195 187 180 172 164 155
4380 4110 3850 3590 3330 3080 2840 2600 2360
75.6 73.9 72.0 70.1 68.1 66.0 63.7 61.0 58.2
5 214 208 201 194 187 180 172 163 155
4400 4130 3870 3620 3370 3130 2890 2640 2390
72.7 70.9 69.1 67.3 65.3 63.2 60.7 58.2 55.7
1.5 214 208 200 193 186 179 171 163 155
4430 4180 3920 3670 3430 3180 2930 2680 2440
For straight and level flight, subtract 5% from the fuel flow.
-MAX 8 Gear Down Operations

General
The B737-MAX 8 is not approved for revenue operation with the known
inability to retract the landing gear.
The data in this section is provided in the event the landing gear fails to
retract. If the decision is made to fly to the destination or divert to another
airport, use this data in lieu of the flight plan and normal performance tables.
Included in this section are tables for:
• Fuel Burn and Time
This table gives a quick reference for the estimated fuel burn and time for
the entire flight with the landing gear extended. To use this data:
- Start with the Wind Correction table to determine the Air Distance.
- Enter the Fuel Burn and Time table to determine the fuel burn and
time for 130,000 Lb initial weight.
- Correct the fuel burn for weight using the weight correction table.
• Long Range Cruise
This table shows Mach No., TAS, Specific Range, and Fuel Flow per
engine based on cruising at Long Range Cruise speed. Use the Altitude
Capability chart to determine cruise altitude.
• Holding
This table shows Speed and Fuel Flow per Engine for holding in a
racetrack holding pattern.
FMC Data
Because the FMC does not incorporate a gear down position input, the
VNAV mode is not to be used during gear down operations. There is no
accountability for gear drag and no provisions for the FMC to generate climb,
cruise, or descent speed schedules or fuel predictions appropriate for gear
down flight. Use the tables in this section.
Ferry Flights
This data is also used for maintenance ferry flights planned to be operated
with the gear extended.
Takeoff with the known inability to retract the landing gear requires
corrections to the takeoff and landing performance. Dispatch will provide
appropriate takeoff and landing performance data.
-MAX 8 Gear Down – Fuel Burn and Time

Based On:
- Long Range Cruise (LRC) Speed
- 130,000 Lbs Initial Weight Fuel Burn - 1000 Lbs
- Includes Climb, Cruise, and Descent Time - Hrs:Mins
Cruise Air Distance - NM
Altitude
1000 Ft 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
2.9 6.3 9.8 13.1 16.4 19.6 22.8 25.9 29.0 32.0 35.0
28
0:42 1:19 1:56 2:34 3:12 3:51 4:31 5:11 5:51 6:32 7:14
3.1 6.8 10.4 13.9 17.4 20.8 24.2 27.5 30.7 33.9 37.1
24
0:43 1:23 2:03 2:43 3:24 4:06 4:48 5:31 6:15 6:59 7:44
3.4 7.3 11.1 14.8 18.5 22.1 25.7 29.2 32.7 36.1 39.5
20
0:45 1:27 2:10 2:53 3:37 4:22 5:07 5:54 6:41 7:29 8:17
3.9 8.1 12.3 16.3 20.4 24.3 28.3 32.1 35.9 39.7 43.4
14
0:48 1:35 2:22 3:10 3:59 4:49 5:40 6:31 7:24 8:17 9:12
4.3 8.8 13.2 17.6 21.9 26.1 30.3 34.4 38.4 42.3 46.2
10
0:51 1:40 2:31 3:22 4:14 5:07 6:01 6:56 7:52 8:49 9:47
Wind Correction - Ground Distance to Air Distance

Headwind - Knots Ground Tailwind - Knots
Distance
100 80 60 40 20 NM 20 40 60 80 100
333 295 263 238 218 200 188 178 168 160 153
673 596 530 478 436 400 377 356 337 320 306
1018 899 798 719 655 600 566 535 506 481 458
1367 1206 1069 961 875 800 754 712 674 640 610
1721 1515 1340 1204 1095 1000 942 889 842 799 762
2079 1827 1614 1448 1315 1200 1130 1066 1009 958 913
2442 2143 1889 1692 1536 1400 1318 1244 1176 1116 1064
2809 2461 2166 1938 1756 1600 1506 1420 1342 1274 1214
3182 2783 2445 2185 1978 1800 1693 1596 1509 1431 1363
3561 3108 2726 2433 2200 2000 1881 1772 1675 1588 1512
3946 3437 3009 2681 2422 2200 2068 1947 1840 1744 1661
Weight Correction
Add 6% Fuel Burn for each 10,000

Initial Weight Heavier than 130,000 Lbs
Lbs heavier than 130,000 Lbs
Subtract 4% Fuel Burn for each
Initial Weight Lighter than 130,000 Lbs
10,000 Lbs lighter than 130,000 Lbs
Use the Altitude Capability table on page 50.4 to determine maximum cruise
altitude.
-MAX 8 Gear Down – Two Engine Long Range Cruise

N1 Required
Mach
Std TAS - kts
ISA - °C
1000 Ft 180 170 160 150 140 130 120 110
86.3
.574
33 -50 334
66.3
2515
86.8 84.1
.572 .550
31 -46 336 323
61.2 65.1
2744 2478
87 84.6 81.9
.570 .549 .526
29 -42 337 325 311
56.7 60.0 63.6
2972 2706 2446
87.2 84.9 82.5 80
.566 .546 .526 .505
27 -38 338 326 314 301
52.8 55.6 58.6 61.8
3198 2935 2677 2437
87.2 85 82.8 80.5 78.1
.561 .543 .524 .505 .485
25 -35 338 327 315 304 292
49.3 51.7 54.2 56.9 59.8
3427 3160 2906 2667 2439
87.1 85 83 80.9 78.7 76.2
.555 .538 .521 .503 .485 .466
23 -31 337 326 316 305 294 283
46.1 48.2 50.4 52.7 55.2 58
3653 3383 3134 2896 2665 2438
86.9 85 83.1 81.2 79.1 76.8 74.2
.549 .532 .517 .501 .484 .466 .447
21 -27 336 326 316 306 296 285 274
43.3 45.2 47 49 51.2 53.6 56.2
3873 3606 3360 3124 2891 2662 2431
85.8 84 82.2 80.3 78.2 75.8 73.2
.537 .522 .507 .491 .475 .457 .438
20 -25 330 321 311 302 292 281 269
42.9 44.6 46.4 48.3 50.5 52.8 55.4
3846 3595 3353 3119 2889 2659 2426

ISA - °C
1000 Ft 180 170 160 150 140 130 120 110
82.9 81.3 79.5 77.6 75.5 73.2 70.8 68.2
.502 .488 .475 .461 .446 .429 .413 .395
15 -15 314 306 298 289 279 269 258 248
38.8 40.1 41.6 43.2 44.9 46.9 49 51.1
4051 3811 3577 3344 3106 2869 2637 2422
78.4 76.6 74.7 72.7 70.6 68.4 66.2 63.9
.457 .445 .432 .418 .404 .389 .375 .360
10 -5 292 284 275 267 258 248 239 230
36.2 37.5 38.8 40.3 41.9 43.3 44.8 46.6
4031 3787 3546 3309 3077 2869 2665 2467
73.7 71.9 70.1 68.2 66.3 64.4 62.3 60.1
.416 .404 .392 .380 .368 .357 .345 .332
5 5 270 263 255 247 239 232 224 216
33.9 35 36.1 37.3 38.5 39.9 41.4 42.9
3986 3750 3532 3317 3105 2901 2706 2516
% N1 – Add / Subtract 2% N1 for each 10°C Hotter / Colder standard day
Altitude Capability
Temperature Deviation - °C The B737-MAX 8 Altitude
Pressure
Capability with Gear Down
Altitude 10 &
15 20 25 30 is not limited by buffet
1000 Ft colder margin.
33 111 108 106 102 98
31 123 118 114 109 105
29 132 126 121 115 109
27 143 136 130 124 117
25 153 146 140 132 124
23 163 155 148 139 130
21 173 164 155 146 137
20 178 169 159 150 140
15 204 192 180 169 159
-MAX 8 Gear Down – Two Engine Holding

Based On:
- Min Fuel Flow Speed
- Flaps Retracted N1 Required - Percent
- Gear Extended IAS - Kts
Altitude
1000 Ft 180 170 160 150 140 130 120 110 100
83.8
35 172
2210
84.4 81.4
33 180 172
2420 2170
84.9 82.1 79.3
31 188 180 171
2650 2390 2140
85.1 82.6 80.0 77.2
29 196 188 179 170
2870 2610 2360 2140
87.5 85.2 82.9 80.5 77.9 75.1
27 210 203 195 187 179 170
3370 3090 2830 2580 2350 2140
87.3 85.2 83.0 80.8 78.5 75.9 73.0
25 217 210 203 194 186 179 170
3570 3310 3050 2800 2570 2340 2120
85.6 83.9 82.0 80.1 78.0 75.8 73.3 70.6 67.7
20 229 222 215 208 201 194 186 177 169
3980 3720 3470 3230 3000 2770 2540 2350 2160
80.7 78.9 77.1 75.0 72.9 70.7 68.2 65.6 62.9
15 227 221 215 207 200 192 184 177 169
3900 3660 3420 3190 2960 2740 2530 2340 2160
75.8 74.0 72.1 70.1 68.0 65.9 63.6 61.0 58.3
10 226 219 212 206 199 192 184 175 166
3840 3610 3390 3170 2970 2760 2560 2350 2160
71.0 69.3 67.5 65.6 63.6 61.4 59.2 56.8 54.4
5 225 219 212 206 198 190 181 173 165
3820 3610 3400 3180 2960 2760 2580 2390 2200
68.0 66.3 64.6 62.7 60.8 58.8 56.6 54.4 52.2
1.5 225 219 211 204 196 188 181 173 165
3840 3620 3400 3190 2990 2790 2590 2400 2220
For straight and level flight, subtract 5% from the fuel flow.
0.1 PERFORMANCE - TABLES & CONV
Table of Contents
Wind Component Chart ..........................................................................10.1
Airspeed Conversion - CAS / Mach / TAS ..............................................10.2
Temperature Conversion - Total / Static Air Temperature .....................10.3
Altitude Conversion - MSL / Pressure Altitude .......................................10.4
Distance - Meters to Feet .......................................................................10.5
Pressure - Hectopascals (Millibars*) to Inches of Hg .............................10.5
Temperature Conversion ........................................................................10.5
Common Conversion Factors .................................................................10.6
Bank Angle / Load Factor .......................................................................10.7
Standard Atmosphere ............................................................................10.8
Wind Component Chart

Crosswind Values
After the wind angle is obtained, enter the chart at the intersection of the wind
velocity line and the wind angle line and read the headwind or tailwind
component at the left side of the chart and the crosswind component at the
bottom of the chart.
.
50
Angle between Wind
W - K 60
Direction and Runway
in n
d ot
Sp s
45
ee
d
40
10°
20°
50
35
Wind Component Parallel to Runway - Knots
°
30
30
°
40
40
°
25 50
30
example
°
60
20
15
20
70°
10
80°
10
90°
0
-5 100°
15 °
-10
160
110
170°
12
0°
13 °
14
0°
0°
0°
-15
0 10 20 30 40 50
Crosswind Component - Knots
Example
Conditions:Wind - 215° at 24 knots
Runway - 18
• Wind angle using Runway 18 is 35° (215° - 180°)
• Wind speed is 24 knots
• Headwind component 20 knots
• Crosswind component 14 knots
Airspeed Conversion - CAS / Mach / TAS
.90
ots
Kn
e e d - ture
p pera
ir S
.85
ru e A t d Te m
T tS
a 500
.80
.75
450
.70
400
.65
Mach
.60
350
000
40,
.55
000
30,
0
,0 0
.50
300
20
0
,0 0
10
t
ee
l
ve
-F
Le
.45
e
a
ud
Se
tit
Al
250
re u
.40
ss e
Pr
.35
200
.30
400
350
300
250
200
150
100
CAS - Knots
Temperature Conversion - Total / Static Air Temperature

100 % RAM Recovery Factorr
50
40
30
20
Static Air Temperature (SAT) - °C
R
10 BE
M
U
N
H 5 .6 .7 8 85
0 AC .4 . . .
M .3
-10
-20
-30
-40
-50
-60
-70
-80
-50 -40 -30 -20 -10 0 10 20 30 40 50 60 70
Total Air Temperature (TAT) - °C
Altitude Conversion - MSL / Pressure Altitude
In. of
Hg 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
28.0 1825 1815 1805 1795 1786 1776 1766 1756 1747 1737
28.1 1727 1718 1708 1698 1688 1679 1669 1659 1649 1640
28.2 1630 1620 1611 1601 1591 1582 1572 1562 1553 1543
28.3 1533 1523 1514 1504 1494 1485 1475 1466 1456 1446
28.4 1437 1427 1417 1408 1398 1388 1379 1369 1359 1350
28.5 1340 1331 1321 1311 1302 1292 1283 1273 1263 1254
28.6 1244 1235 1225 1215 1206 1196 1187 1177 1168 1158
28.7 1148 1139 1129 1120 1110 1101 1091 1081 1072 1062
28.8 1053 1043 1034 1024 1015 1005 996 986 977 967
28.9 958 948 939 929 920 910 901 891 882 872
29.0 863 853 844 834 825 815 806 796 787 777
29.1 768 758 749 740 730 721 711 702 692 683
29.2 673 664 655 645 636 626 617 607 598 589
29.3 579 570 560 551 542 532 523 513 504 495
29.4 485 476 467 457 448 438 429 420 410 401
29.5 392 382 373 364 354 345 336 326 317 308
29.6 298 289 280 270 261 252 242 233 224 214
29.7 205 196 186 177 168 159 149 140 131 121
29.8 112 103 94 84 75 66 56 47 38 29
29.9 19 10 1 -8 -18 -27 -36 -45 -55 -64
30.0 -73 -82 -91 -101 -110 -119 -128 -138 -147 -156
30.1 -165 -174 -184 -193 -202 -211 -220 -230 -239 -248
30.2 -257 -266 -275 -285 -294 -303 -312 -321 -330 -340
30.3 -349 -358 -367 -376 -385 -394 -404 -413 -422 -431
30.4 -440 -449 -458 -468 -477 -486 -495 -504 -513 -522
30.5 -531 -540 -550 -559 -568 -577 -586 -595 -604 -613
30.6 -622 -631 -640 -650 -659 -668 -677 -686 -695 -704
30.7 -713 -722 -731 -740 -749 -758 -767 -776 -785 -794
30.8 -803 -812 -822 -831 -840 -849 -858 -867 -876 -885
30.9 -894 -903 -912 -921 -930 -939 -948 -957 -966 -975
31.0 -984 -993 -1002 -1011 -1020 -1029 -1038 -1046 -1055 -1064
Example of MSL to Pressure Altitude Conversion:
Landing at PHX, field elevation: 1132, altimeter: 30.12
• Obtain correction as shown by shading (30.1 in left column; 0.02 across
the top)
• Correction value is minus 184 feet, 1132 - 184 = 948 feet field pressure
altitude.
Distance - Meters to Feet Temperature

Conversion
Meters 0 .1 .2 .3 .4 .5 .6 .7 .8 .9
0 0.3 0.7 1.0 1.3 1.6 2.0 2.3 2.6 3.0 °C °F
1 3.3 3.6 3.9 4.3 4.6 4.9 5.2 5.6 5.9 6.2 50 120
2 6.6 6.9 7.2 7.5 7.9 8.2 8.5 8.9 9.2 9.5
3 9.8 10.2 10.5 10.8 11.2 11.5 11.8 12.1 12.5 12.8 110
4 13.1 13.5 13.8 14.1 14.4 14.8 15.1 15.4 15.7 16.1
40
5 16.4 16.7 17.1 17.4 17.7 18.0 18.4 18.7 19.0 19.4 100
6 19.7 20.0 20.3 20.7 21.0 21.3 21.7 22.0 22.3 22.6
7 23.0 23.3 23.6 24.0 24.3 24.6 24.9 25.3 25.6 25.9
90
8 26.2 26.6 26.9 27.2 27.6 27.9 28.2 28.5 28.9 29.2 30
9 29.5 29.9 30.2 30.5 30.8 31.2 31.5 31.8 32.2 32.5
80
10 32.8 33.1 33.5 33.8 34.1 34.5 34.8 35.1 35.4 35.8
11 36.1 36.4 36.7 37.1 37.4 37.7 38.1 38.4 38.7 39.0
20 70
12 39.4 39.7 40.0 40.4 40.7 41.0 41.3 41.7 42.0 42.3
13 42.7 43.0 43.3 43.6 44.0 44.3 44.6 44.9 45.3 45.6
14 45.9 46.3 46.6 46.9 47.2 47.6 47.9 48.2 48.6 48.9
60
Examples:
10,400 Meters = 34.1 x 1000 = 34,100 feet
10 50
520 Meters = 17.1 x 100 = 1710 feet
40
68 Meters = 22.3 x 10 = 223 feet
0 30
Pressure - Hectopascals (Millibars*) to Inches of Hg
hPa .0 .1 .2 .3 .4 .5 .6 .7 .8 .9 20
94.0 27.76 27.79 27.82 27.85 27.88 27.90 27.93 27.96 27.99 28.02 -10
95.0 28.05 28.08 28.11 28.14 28.17 28.20 28.23 28.26 28.29 28.32 10
96.0 28.35 28.38 28.41 28.44 28.47 28.50 28.52 28.55 28.58 28.61
97.0 28.64 28.67 28.70 28.73 28.76 28.79 28.82 28.85 28.88 28.91 0
98.0 28.94 28.97 29.00 29.03 29.06 29.09 29.12 29.14 29.17 29.20 -20
99.0 29.23 29.26 29.29 29.32 29.35 29.38 29.41 29.44 29.47 29.50 -10
100.0 29.53 29.56 29.59 29.62 29.65 29.68 29.71 29.74 29.76 29.79
101.0 29.82 29.85 29.88 29.91 29.94 29.97 30.00 30.03 30.06 30.09
-30 -20
102.0 30.12 30.15 30.18 30.21 30.24 30.27 30.30 30.33 30.36 30.39
103.0 30.41 30.44 30.47 30.50 30.53 30.56 30.59 30.62 30.65 30.68 -30
104.0 30.71 30.74 30.77 30.80 30.83 30.86 30.89 30.92 30.95 30.98
105.0 31.01 31.03 31.06 31.09 31.12 31.15 31.18 31.21 31.24 31.27 -40 -40
Example:
101.3 hPa = 29.91 inches of Hg -50
*Note: Values in Millibars are greater than Hectopascals
by a factor of ten, i.e. 101.3 hPa is equal to 1013 mb. -50
Common Conversion Factors

For use with slide rule or calculator
Length
Multiply By To Obtain
Feet 0.3048 Meters
Meters 3.281 Feet
Statute Miles 5280 Feet
Statute Miles 0.8690 Nautical Miles
Statute Miles 1.609 Kilometers
Nautical Miles 6076 Feet
Nautical Miles 1.151 Statute Miles
Nautical Miles 1.852 Kilometers
Kilometers 3281 Feet
Kilometers 0.5400 Nautical Miles
Kilometers 0.6214 Statute Miles
Centimeters 0.3937 Inches
Inches 2.540 Centimeters
Pressure
Hectopascals or
0.2953 Inches of Hg
Millibars*
Hectopascals or
Inches of Hg 3.386
Millibars*
Volume
U.S. Gallons 0.8326 Imp. Gallons
U.S. Gallons 3.785 Liters
Imp. Gallons 1.201 U.S. Gallons
Imp. Gallons 4.546 Liters
Liters 0.2642 U.S. Gallons
Liters 0.2200 Imp. Gallons
*NOTE
Values in Millibars are greater than Hectopascals by a factor of ten, i.e. 101.3
hPa is equal to 1013 mb.
Speed
Knots 1.151 S. Miles / Hour
Knots 1.852 Kilometers / Hour
Knots 0.5147 Meters / Second
S. Miles / Hour 0.8690 Knots
S. Miles / Hour 1.609 Kilometers / Hour
S. Miles / Hour 0.4471 Meters / Second
Kilometers / Hour 0.5400 Knots
Kilometers / Hour 0.6214 S. Miles / Hour
Kilometers / Hour 0.2778 Meters / Second
Meters / Second 1.943 Knots
Meters / Second 2.237 S. Miles / Hour
Meters / Second 3.600 Kilometers / Hour
Weight
Kilograms 2.205 Pounds
Pounds 0.4536 Kilograms
Metric Tons 2205 Pounds
Metric Tons 1000 Kilograms
Density
Kilograms / Liter 8.345 Pounds / U.S. Gallon
Pounds / U.S. Gallon 0.1198 Kilograms / Liter
Bank Angle / Load Factor
Aircraft Bank Angle - Degrees

0 20 30 40 50 60 65
1.0 1.5 2.0 2.5

Load Factor - G
Standard Atmosphere
The standard atmosphere is a hypothetical vertical distribution of temperature,
pressure, and density which by international agreement is taken to be
representative of the atmosphere for the purpose of altimeter calibration, aircraft
design, performance calculations, etc. The internationally accepted standard
atmosphere is called the International Standard Atmosphere (ISA).
Most of the enroute/cruise data is based on the standard atmosphere with
corrections for hotter or colder temperatures.
Altitude Temperature Pressure Density Speed of Sound
(Feet) (°C) (In Hg) (Microslugs/cu. ft.) (Knots)
43,000 -57 4.79 507 574
42,000 -57 5.03 531 574
41,000 -57 5.28 558 574
40,000 -57 5.54 585 574
39,000 -57 5.81 614 574
38,000 -57 6.10 644 574
37,000 -57 6.40 676 574
36,000 -56 6.71 709 574
35,000 -54 7.04 737 576
34,000 -52 7.38 765 579
33,000 -50 7.74 795 582
32,000 -48 8.11 826 584
31,000 -46 8.49 857 587
30,000 -44 8.89 889 589
29,000 -42 9.30 923 592
28,000 -40 9.72 957 594
27,000 -38 10.17 992 597
26,000 -37 10.63 1028 599
25,000 -35 11.10 1065 602
24,000 -33 11.60 1103 604
23,000 -31 12.11 1143 607
22,000 -29 12.64 1183 609
21,000 -27 13.18 1224 612
20,000 -25 13.75 1266 614
19,000 -23 14.34 1310 617
18,000 -21 14.94 1355 619
17,000 -19 15.57 1401 622
16,000 -17 16.22 1448 624
15,000 -15 16.89 1496 626
14,000 -13 17.58 1545 629
13,000 -11 18.29 1596 631
12,000 -9 19.03 1648 634
11,000 -7 19.79 1701 636
10,000 -5 20.58 1755 638
9000 -3 21.39 1811 641
8000 -1 22.22 1868 643
7000 1 23.09 1927 645
6000 3 23.98 1987 648
5000 5 24.90 2048 650
4000 7 25.84 2111 652
3000 9 26.82 2175 655
2000 11 27.82 2241 657
1000 13 28.86 2308 659
Sea Level 15 29.92 2377 661
0.1 PERFORMANCE - FAR PERF
Table of Contents
Table of Contents
Introduction
General ...................................................................................................10.1
Takeoff Performance
Maximum Takeoff Weight........................................................................20.1
Takeoff Performance System (TPS) .......................................................20.1
Takeoff Weight Limits
Climb Limit..........................................................................................20.2
Runway Limit ......................................................................................20.3
Structural Takeoff Weight Limit ..........................................................20.4
Takeoff Speeds ..................................................................................20.5
Takeoff Thrust ....................................................................................20.5
Engine-Out Acceleration Height .........................................................20.6
Other Takeoff Considerations ............................................................20.7
Intersection Takeoffs ..........................................................................20.7
Runway Distances..............................................................................20.8
Rejected Takeoff Considerations ..........................................................20.11
The Go / No-Go Decision .................................................................20.11
Factors Affecting Go / No-Go Decisions...........................................20.11
V1 .....................................................................................................20.11
Braking Force ...................................................................................20.11
Consequences of an Early or Late Go / No-Go Decision .................20.12
Takeoff Obstacle Clearance..................................................................20.13
Engine Failure ..................................................................................20.13
Basic considerations when evaluating obstacles .............................20.13
Minimum Safe Altitude/Terrain Clearance........................................20.13
Mountainous Terrain ........................................................................20.14
Considerations for a Holding Pattern................................................20.14
Maximum Takeoff Weight (MTOW)/Maximum Landing Weight .......20.14
Engine Failure Procedures ...............................................................20.14
Types of Engine Failure Procedures ................................................20.15
Engine Failure Procedure-Straight ...................................................20.15
Engine Failure Procedure-Turn ........................................................20.15
Engine-Out SID (EO SID).................................................................20.15
Use of RNAV / RNP EO SIDs and Missed Approach Procedures ...20.15
Engine Failure When Not on Engine Failure Track ..........................20.16
Improved Performance ......................................................................... 20.17

Performance Limits .......................................................................... 20.17
V2 Speed ......................................................................................... 20.17
TPS Weight Limits ........................................................................... 20.18
Procedure and Limitations ............................................................... 20.18
Standard Thrust .................................................................................... 20.19
Introduction ...................................................................................... 20.19
Standard Thrust Concepts ............................................................... 20.19
Computing Standard Thrust............................................................. 20.19
Performance Margins with Standard Thrust .................................... 20.20
Limitations on the use of Standard Thrust ....................................... 20.20
High Altitude Takeoffs........................................................................... 20.21
Aircraft Performance Characteristics ............................................... 20.21
Performance Comparison ................................................................ 20.21
V1 for Takeoff on a Wet Runway.......................................................... 20.22
Takeoffs on Runways Contaminated By Standing Water, Slush, Snow, or Ice
......................................................................................................... 20.22
V1 .................................................................................................... 20.22
Enroute Performance
Introduction ............................................................................................. 30.1
Engine-Out Enroute Regulations ............................................................ 30.1
Actual Engine Failure.............................................................................. 30.2
Approach and Landing Performance

Maximum Landing Weight ...................................................................... 40.1
Structural Landing Weight Limit ......................................................... 40.1
Approach Climb Limit......................................................................... 40.1
Landing Climb Limit ........................................................................... 40.2
Landing Field Length (Runway) Limit ................................................ 40.2
Approach and Landing Considerations................................................... 40.3
High Altitude / Hot Temperature Landings......................................... 40.3
Missed Approach or Go-Around ........................................................ 40.4
Landing Summary.............................................................................. 40.4
Landing Performance Assessments at Time of Arrival........................... 40.5
Glossary ...................................................................................................... 50.1

Introduction
General
This chapter contains reference information on performance regulations and
related performance issues. American Airline’s aircraft are certified by the
manufacturer under the performance requirements of FAR Part 25. These
performance requirements are only used to determine the operating
limitations, such as maximum operating weights, and do not necessarily
imply operating procedures. Even though there is no obligation to operate
under these certification rules, understanding these rules may be helpful to
comprehend the application of operating limitations.
The information in this chapter is not required for aircraft operation. The
inclusion of this material is only for the convenience of the flight crew and
dispatcher to assist in understanding performance limitations.
It is important to distinguish the difference between certification regulations
and operating requirements. FAR Part 25 contains regulations for certifying
aircraft. The manufacturer must adhere to these rules when determining
operating limits for the aircraft. Whereas, the operator must follow FAR Parts
91 and 121 when operating the aircraft. Part 25 rules do not imply operating
procedures, techniques, or requirements. Even though this section
describes the rules in Part 25, there is no obligation to operate the aircraft in
this manner other than observing the resulting aircraft limitations.
In following the operating rules, one must identify the applicability of each
rule. For instance, many of the requirements of Part 121 apply only at
dispatch. Other FAR requirements apply at all times as do the AFM
limitations. For example, FAR 121.195 prohibit dispatch unless, allowing for
enroute fuel burn, the airplane will be capable of landing on 60% of the
available runway at the planned destination. The regulations do not,
however, prohibit the aircraft from landing at the destination when, upon
arrival, conditions have changed and more than 60% of the runway is
required. In this case, the aircraft must only be able to land on the effective
runway length as shown in the flight manual performance data.
Throughout this chapter a number of terms will be introduced. At the end of
the chapter is a glossary describing some of the terminology.
Takeoff Performance
Maximum Takeoff Weight
The Maximum Takeoff Weight for a given flight is the lightest of the:
• Climb Limit
• Field Length Limit
• Obstacle Limit
• Brake Energy Limit
• Tire Speed Limit, or
• Structural Takeoff Weight Limit
All of these limits, except for the structural limit, are defined by the
performance capability of the aircraft. The structural limit is based on the
weight capability of the aircraft structure.
Takeoff Performance System (TPS)

When calculating the Maximum Takeoff Weight (MTOW), TPS considers
three takeoff weight limits:
• Climb Limited Takeoff Weight (shown as CLIMB LIMIT)
• Runway Limited Takeoff Weight (shown as RWY) The runway limit is the
lighter of:
- Field Length limit
- Obstacle limit
- Brake Energy limit
- Tire Speed limit
• Maximum Takeoff Weight - AFM (shown as STRUCT WT LIMIT)
TPS will not allow the Planned Takeoff Weight (PTOW) to exceed these
limits for the planned ambient conditions. Each weight limit is shown in the
Airport Analysis section of the TPS as depicted below.
Climb Limits Structural Limit
STRUCT WT LIMIT 174.2 Runway/

Obstacle
CLIMB TEMP RWY RWY RWY RWY RWY
FLAP BLD LIMIT C 25R 25RX 24L 25L 07L Limits
-------------------------------------------------------
ON 154.1 18 155.4 155.4 155.1 155.4 154.9
05 ON 154.0 20 155.3 155.3 155.0 155.3 154.8
TLWND SUB / KT 90 300 200 80 50
- - - - - - - - - - - - - - - - - - - - - - - - - - -
E/O ACCEL /AFL/ FT 1000 1000 1140 1000 1000
/MSL/ FT 1130 1130 1270 1130 1130
-------------------------------------------------------
LENGTH - FT 12091 11045 10285 11096 12091
SLOPE - PCT .1 .1 -.1 .1 -.3
-------------------------------------------------------
Takeoff Weight Limits

Climb Limit
Climb Limit is the maximum weight, based on temperature and pressure
altitude, that will satisfy all of the following minimum climb gradients with one
engine inoperative. Generally the second segment is the most limiting. A
gradient is the height gained divided by distance traveled in still air.
These takeoff limits are based on an engine loss shortly before V1. The initial
climb profile is divided into segments as shown.
Takeoff Segment Required Climb Gradient

1st Segment Positive
2nd Segment 2.4 %
3rd Segment (Acceleration / Transition) 1.2 %
Final Climb Segment 1.2 %
NOTE
The 3rd segment (acceleration / transition) is assumed to be level
acceleration. However the aircraft must be capable of a 1.2% climb
during the entire segment.
Enroute
Climb
Final Climb
Segment
3rd Climb
Segment
2nd Climb 1,500 ' AFL

Acceleration
Segment Minimum
Flap Retraction
1st Climb
Segment
Minimum
Ground Roll Gear Up 400' AFL
35' AGL
V2
VLOF
VR
V1
Takeoff Segments
Runway Limit
Field Length Limit is the maximum weight that will satisfy all three of the
following scenarios.
Brake
Release VEF V1
All Engine Acceleration Maximum Effort Stop
Accelerate - Stop Distance
V2
Brake
Release VEF VR VLO 35 ft.
All Engine Acceleration One Engine Acceleration and Climb
Accelerate - Go Distance
V2 + 15
Brake
Release VR VLO 35 ft.
All Engine Acceleration and Climb 15% Margin
All Engine Distance
• Accelerate on both engines to an engine failure speed (VEF), recognize

the failure, reject the takeoff, and stop within the remaining runway
and/or stopway with one engine inoperative (accelerate-stop distance).
The engine failure speed is a prescribed speed slightly slower than V1.
During certification, maximum braking and speed brakes are used.
Thrust reversers are not used. However the thrust reversers should be
used in the case of a rejected takeoff.
• Accelerate on both engines to an engine failure speed (VEF), and
continue the takeoff, with one engine inoperative, to a point 35 feet
above the runway and within the remaining runway and/or clearway
(accelerate-go distance). If a clearway is used, at least half of the
distance beyond lift-off must be over the runway.
• Takeoff, with all engines operating, to a point 35 feet above the runway
with a 15 % margin of runway remaining, including clearway (all-engine
distance). If a clearway is used, at least half of the distance beyond lift-off
must be over the runway.
To optimize the maximum takeoff weight, performance engineers choose the
V1 speed to make the accelerate-stop distance equal to the accelerate-go
distance. This will maximize the takeoff weight limit and is referred to as a
“balanced field”. However, due to various constraints, a balanced field is not
always possible. Therefore the takeoff data provided to the crew may not
necessarily be based on a balanced field.
Obstacle Limit is the maximum weight in which the “net” gradient clears all
obstacles by 35 feet.
"
O SS T"
GR "NE 35 ft
"
Obstacle Clearance
The “gross gradient” is the actual aircraft takeoff gradient with one engine
inoperative, based on takeoff weight, temperature, and pressure altitude.
The “net gradient” is the gross gradient minus 0.8%. Using a net gradient has
the effect of increasing the obstacle clearance margin by 0.8% times the
distance from the runway to the obstacle.
In the TPS system, the obstacle limit is included in the runway limit. The only
obstacles considered are obstructions located along the extended runway
centerline (straight out), up to the end of the 3rd segment. Or, in the case of
a published engine failure procedure, along the engine-out flight path. If a
turn is made away from the extended runway centerline, or the engine-out
flight path, obstacle clearance is not assured.
Brake Energy Limit is the maximum weight in which the aircraft is capable
of rejecting a takeoff and not exceed the kinetic energy absorption capability
of the brakes. In the TPS system, the brake energy limit is included in the
Runway limit.
Tire Speed Limit is the maximum weight in which the lift-off speed (VLOF)
will not exceed the maximum tire speed. In the TPS system, the tire speed
limit is included in the runway limit.
Structural Takeoff Weight Limit
Structural Takeoff Weight Limit is the maximum takeoff weight based on
aircraft structural concerns. Generally the structural takeoff weight limit is a
fixed weight, not dependent on temperature or pressure altitude.
Takeoff Speeds
The takeoff speeds are defined as follows:
V1 is the takeoff action speed. It is the speed at which the engine is
assumed to fail (VEF) plus the speed gained during the interval between
engine failure and the instant in which the pilot recognizes and reacts to
the engine failure.
The engine failure speed (VEF) cannot be slower than VMCG. VMCG
(minimum control speed on the ground) is the minimum speed on the
ground in which it is possible to maintain control of the aircraft using the
rudder alone and continue the takeoff after a sudden engine failure.
VR is the rotation speed. It cannot be slower than V1, 105% of VMCA, or a
speed the results in a lift-off speed (VLOF) slower than VMU plus a
margin.
VMCA (minimum control speed in the air) is the minimum speed in which
it is possible to maintain control of the aircraft with one engine
inoperative and maintain straight flight with a bank angle less than 5
degrees.
VMU (minimum unstick speed) is the minimum speed in which the
aircraft can safely lift off the ground.
It must also be shown that rotating 5 knots slower than VR will not cause
the takeoff to exceed the runway length. Also, reasonably expected
variations in takeoff procedures should not result in unsafe flight
characteristics or in marked increases in the takeoff distance.
V2 is the takeoff safety speed. It must not be slower than 1.2 Vs (stall
speed), or 110% of VMCA.
Takeoff Thrust
Takeoff thrust is the maximum certified takeoff thrust for the temperature and
pressure altitude. Each of the thrust ratings (22K, 24K, 26K, 27K Bump, TO2,
TO1 & TO) are certified maximum takeoff thrust.
The B737 has two methods to extend engine life and reduce engine
maintenance costs by reducing takeoff thrust, variable thrust ratings, and use
of standard thrust. In most cases the two methods will be used in
combination.
Variable thrust ratings utilizes certified takeoff performance based on a
number of takeoff thrust levels. Whereas standard thrust uses an assumed
temperature to reduce thrust. For most takeoffs, the aircraft takeoff weight is
substantially lighter than the maximum weight limit. In this case, it is
permitted to reduce the thrust used for takeoff by using either or both means.
The advantage of the variable thrust ratings is that a lower thrust rating can
be used in those cases which require maximum takeoff thrust (i.e. MEL/CDL
items). Further, The FARs only allow a 25% reduction when using standard
thrust. If standard thrust is used in conjunction with a lower thrust rating, the
takeoff thrust reduction limit of 25% is off of the lower rating.
Engine-Out Acceleration Height

The takeoff profile following an engine failure after V1 includes a segment of
acceleration and flap / slat retraction. The FARs require that the minimum
engine-out acceleration altitude can not be lower than an altitude to clear all
obstacles, or 400 ft, whichever is higher.
The maximum engine-out acceleration altitude is constrained by the takeoff
thrust time limit (5 minutes for the B737). The aircraft must have completed
the acceleration and flap / slat retraction before five minutes has expired. The
maximum engine-out acceleration height is dependent on aircraft weight,
airport pressure altitude, and temperature.
The engine-out acceleration may be any altitude between these minimum
and maximum altitudes. To maintain consistent procedures, the engine-out
acceleration was chosen as 1000 ft AFL, or the obstacle clearance altitude,
whichever is higher. The obstacle clearance altitude is defined by the altitude
necessary to clear any obstacles. An illustration is shown below.
2nd Climb 3rd Climb Final Climb

Segment Segment Segment
Acceleration
Flap & Slat
Retraction
E/O ACCEL ALT
1st Climb AA Minimum

Minimum
Segment 1000‘600'
AFLAFL
Ground Roll
35' AGL
Distance
The obstacle clearance altitude is equal to the height of the obstacle, plus 35
ft, plus 0.008 (0.8%) times the distance from the runway to the obstacle. The
point on the runway from which this distance is measured is the point where
the aircraft is assumed to reach 35 ft after an engine failure at V1.
Because the lift-off point on the runway changes with thrust rating, flap
setting, and intersection takeoff point, the distance to the obstacle, and
hence the EO ACCEL ALT will change.
The EO ACCEL ALT is shown on the TPS in both AFL and MSL.
Other Takeoff Considerations

Enroute and landing performance can also limit the takeoff weight. In this
case, takeoff weight is limited to protect performance requirements occurring
later in the operation of the flight. Enroute performance requirements are
discussed later in this section.
Maximum Takeoff Weight limited by Maximum Landing Weight ensures
that the maximum landing weight is not exceeded when landing at the
destination airport. It is determined by adding the Maximum Landing Weight
at the destination to the flight plan fuel burn.
Wind. The effects of tailwind component on takeoff must be included in
takeoff performance computations. The FARs require that tailwind
component must be multiplied by 150%. This factor is already included in the
tailwind corrections shown in TPS data.
The affects of the headwind component can be used to increase the
maximum takeoff weight. The FARs only allow 50% of the headwind
component to be used. Like the tailwind correction, this factor is already
included in the headwind corrections shown in the TPS data.
Normally, only the tailwind penalty is used. For takeoff with a tailwind, the
correction is mandatory. In the case of a headwind, since this is a positive
correction, its use is optional. When maximum performance is needed to
carry the payload, consider the use of the headwind correction and
coordinate with the load planner. The load planner in only allowed to use half
of the headwind on his/her own. However, the captain may authorize the load
planner to use the full headwind component as determined by the captain.
Runway Slope is required to be included in the takeoff performance
computations. Uphill slopes increase the ground run required to reach
takeoff speed, but improves stopping distance. Once an aircraft is in the air,
uphill slopes require a greater distance to reach the 35 foot point. The
reverse is true of downhill slopes. The effects of runway slope are accounted
for in the TPS maximum takeoff weights.
Intersection Takeoffs
For intersection takeoffs, TPS will use a runway designation that has a letter
appended to it. The takeoff data will be based on the shortened length and
airport notes will define the intersection. The takeoff distance shown on the
TPS may be shorter, more conservative, than the declared distance
published by the airport. This is due to the method AA uses to determine the
takeoff distance.
It is permissible to use data based on an intersection takeoff when taking off
using the full length of the runway, or a preceding (longer takeoff distance)
intersection.
Runway Distances
Takeoff Run Available (TORA) The runway length declared available and
suitable for the ground run of an airplane taking off. The TORA is typically the
physical length of the runway, but it may be shorter than the runway length if
necessary to satisfy runway design standards. For example, the TORA may
be shorter than the runway length if a portion of the runway must be used to
satisfy runway protection zone requirements.
Takeoff Distance Available (TODA) The takeoff run available plus the
length of any remaining runway or clearway beyond the far end of the takeoff
run available. “Clearway” is defined as an area beyond the takeoff end that
is clear of obstacles above a 1.25% sloped plane, not less than 250 feet wide
on each side of the extended runway centerline. This area must be approved
and controlled by the airport authority. AA does not normally take credit for
clearway.
Accelerate Stop Distance Available (ASDA) The runway plus stopway
length declared available and suitable for the acceleration and deceleration
of an airplane aborting a takeoff. “Stopway” is defined as a surface, no less
wide than the runway, centered on the runway, capable of supporting the
aircraft during a rejected takeoff, and is designated by the airport authority.
The ASDA may be longer than the physical length of the runway when a
stopway has been designated available by the airport operator, or it may be
shorter than the physical length of the runway if necessary to use a portion
of the runway to satisfy runway design standards; for example, where the
airport operator uses a portion of the runway to achieve the runway safety
area requirement. ASDA is the distance used to satisfy the airplane
accelerate-stop distance performance requirements. AA does not normally
take credit for a stopway.
Landing Distance Available (LDA) The runway length declared available
and suitable for a landing airplane. The LDA may be less than the physical
length of the runway or the length of the runway remaining beyond a
displaced threshold if necessary to satisfy runway design standards; for
example, where the airport operator uses a portion of the runway to achieve
the runway safety area requirement.
NOTE
For LAHSO operations, the term “Available Landing Distance (ALD)”
is used for that portion of the runway available for landing and rollout
for aircraft cleared for LAHSO. This distance is measured from the
landing threshold to the hold short point.
Runway design standards may impose restrictions on the amount of
runway available for use in takeoff and landing that are not apparent from the
reported physical length of the runway or from runway markings and lighting.
The runway elements of Runway Safety Area (RSA), Runway Object Free
Area (ROFA), and Runway Protection Zone (RPZ) may reduce a runway's
declared distances to less than the physical length of the runway at
geographically constrained airports (see example on following page). When
considering the amount of runway available for use in takeoff or landing
performance calculations, the declared distances published for a runway
must always be used in lieu of the runway's physical length.
Runway Safety Area (RSA) The RSA is centered on the runway centerline,
and must be; cleared, drained, capable, under dry conditions, of supporting
snow removal equipment, Aircraft Rescue and Fire Fighting (ARFF)
equipment, and the occasional passage of aircraft without causing damage
to the aircraft, and free of objects, except for objects that need to be located
in the RSA because of their function. Objects higher than 3 inches must be
frangible.
EMAS is an alternative that can be considered to mitigate overruns at
airports when a full-dimension RSA is not practicable due to natural
obstacles, local development, and/or environmental constraints. EMAS may
also be used to maximize runway length.
While some runway elements associated with declared distances may be
identifiable through runway markings or lighting (for example, a displaced
threshold or a stopway), the individual declared distance limits are not
marked or otherwise identified on the runway. An aircraft is not prohibited
from operating beyond a declared distance limit during the takeoff, landing,
or taxi operation provided the runway surface is appropriately marked as
usable runway. The following example clarifies the intent of this paragraph.
Example
TORA
TODA
ASDA Runway 9
Displaced Roll-Out
Threshold RSA
500 ft 1000 ft
LDA
1000 ft 400 ft
27
9
Runway 27
Roll-Out LDA
RSA
1000 ft ASDA Airport
Geographical
TODA Constraint
TORA
Runway Length - Ft TORA TODA ASDA LDA

9 8000 8000 8000 7400 6900
27 8000 8000 8000 8000 8000
The LDA for runway 9 is less than the physical runway length, not only
because of the displaced threshold, but also because of the subtractions
necessary to meet the RSA beyond the far end of the runway. However,
during the actual landing operation, it is permissible for the airplane to roll
beyond the unmarked end of the LDA.
The ASDA for runway 9 is less than the physical length of the runway due to
subtractions necessary to achieve the RSA requirement. However, in the
event of an aborted takeoff, it is permissible for the airplane to roll beyond the
unmarked end of the ASDA as it is brought to a full stop on the remaining
usable runway.
If the LDA is equal to the physical length of the runway, the Jeppesen
“ADDITIONAL RUNWAY INFORMATION” will show a blank box under
“LANDING BEYOND Threshold.” If the runway has a displaced landing
threshold, and the LDA is not shortened by an RSA, the LDA will be shown
under “LANDING BEYOND Threshold.”
If the LDA is shortened due to an RSA, the Jeppesen airport diagram will
show the LDA in one of two ways, as shown in the examples below. In the
first example, the distance “LANDING BEYOND Threshold” shows the
distance from the displaced threshold to the physical end of the runway. The
ball note indicates the declared LDA. Use the LDA when computing landing
performance.
ADDITIONAL RUNWAY INFORMATION
USABLE LENGTHS
LANDING BEYOND
Glide LAHSO
Threshold Slope Distance TAKE-OFF WIDTH
9 b 7500’
27
b LDA 6900’
In this second example, the distance “LANDING BEYOND Threshold” shows
the distance from the displaced threshold to the start of the roll-out RSA. This
is equal to the declared LDA. The ball note indicates that the last 600 feet
cannot be used for landing performance computations. This note is for
information only, as this distance is already accounted in the “LANDING
BEYOND Threshold.”
ADDITIONAL RUNWAY INFORMATION
USABLE LENGTHS
LANDING BEYOND
Glide LAHSO
Threshold Slope Distance TAKE-OFF WIDTH
9 b 6900’
27
b Last 600’ is unavailable for landing distance computations.
Jeppesen is transitioning from the second method to the first on an attrition
basis.
Rejected Takeoff Considerations

The Go / No-Go Decision
Every takeoff has the potential for a rejected takeoff (RTO). An RTO close to
V1 must use maximum deceleration to stop on the remaining runway. The
most critical condition is an engine failure close to V1 at a weight near
the Runway Limited Takeoff Weight.
Factors Affecting Go / No-Go Decisions
The decision to continue or reject a takeoff rests solely with the Captain. The
RTO decision must be made, and appropriate procedures initiated, before
reaching V1 so that deceleration begins at or before V1.
Stopping ability is directly dependent on the kinetic energy which increases
as a square of the ground speed. A change in speed has a greater impact on
kinetic energy than a proportional change in weight. A 10% increase in speed
increases kinetic energy by approximately 21%, while a 10% increase in
takeoff weight only increases kinetic energy by 10%.
V1
V1 is the end of the Go / No-Go decision process, not the beginning.
• If brakes have not been applied by V1, the go decision has been made
by default.
• If an engine failure is recognized and maximum braking applied no later
than V1, an RTO can be accomplished on the remaining runway.
• If an engine failure is recognized at or after V1, the takeoff can be
continued with a climb to 35 feet before reaching the end of the runway.
Braking Force
Tests show that pilots frequently do not apply maximum braking when
executing an RTO. Furthermore, a pilot is likely to apply brakes the same as
in a normal landing, that is, after retarding the throttles and extending the
spoilers, thus delaying braking action. Braking is the primary stopping
force and should be applied simultaneously with the closing of
throttles first, followed by spoilers and reverse thrust.
Reverse thrust is not used in computing stopping performance. Therefore, if
reversers are used in an actual RTO, the aircraft will stop in a shorter
distance.
In a high speed RTO with a blown tire, the aircraft may not stop on the
runway because of lack of braking on the blown tire. Adjacent tires may also
fail during the RTO, further degrading stopping ability.
Attempting to maintain directional control with differential braking also
reduces total braking force, increasing the stopping distance.
Consequences of an Early or Late Go / No-Go Decision

When takeoff weight is at or near the Runway Limited Takeoff Weight (due
to field length, not obstacle clearance), the balanced field length approaches
the available runway. In this scenario:
• An RTO past V1 (late decision) results in the aircraft unable to stop on
the remaining runway. Delaying an RTO 4 to 6 knots beyond V1
(approximately 1 second) may cause the aircraft to leave the end of the
runway at approximately 70 knots or more. The shaded area shows that
anything less than maximum deceleration significantly increases that
speed.
• Conversely, an engine failure prior to V1, coupled with a decision to
continue the takeoff (early decision), results in less than 35 feet
clearance at the end of the runway.
All Engines
(150)
with early Go Decision (Feet)
Height at end of limit runway
40
One Engine Inoperative
(35) 120
30
Speed at end of limit runway

with late RTO Decision (kts)
100
80
20
60
e Maximum 40
10 lan
irp Effort Stop
in eA
Scheduled V1
2 En g 20
0 0
-20 -16 -12 -8 -4
V1 +4 +8
Speed at Go / No-Go Decision (Knots relative to scheduled V1)
Takeoff Obstacle Clearance

Engine Failure
The loss of an engine must be considered for every takeoff. The associated
loss of performance can result in close proximity to obstacles/terrain.
Situational awareness of surrounding obstacles and terrain can be gained
by reviewing the Jeppesen 10-1 page, if available, and approach charts.
Strict adherence to any published engine out procedures is essential.
Reference OM Volume 1 or QRH for fleet-specific engine out procedures.
Basic considerations when evaluating obstacles
Federal Aviation Regulations (FARs) require operators to adjust maximum
allowable takeoff weights to ensure obstacle/terrain clearance assuming an
engine failure at V1. The aircraft must clear all obstacles/terrain in the flight
path by the horizontal splay (outlined below) and vertical margins specified
in the FARs.
The vertical margin begins 35 ft. above the departure end of the runway,
increasing incrementally with distance from the runway.
The lateral boundary accounts for factors such as crosswind (some
procedures may indicate a maximum crosswind) and piloting variables. It
begins with a width of 300 feet on either side of the extended runway
centerline, expanding to 2000 feet for straight-out flight path, or 3000 feet
for a turning flight path.
The same lateral criteria for takeoff is used for both engine out missed
approach and go-around obstacle analysis while the vertical clearance used
is a minimum climb gradient requirement of 2.1% at MLW.
Procedures which involve more than a simple turn have a more complex
analysis which considers the type and accuracy of the specified navigation.
When a reduced assessment area is required, an RNP value between 0.1
and 0.3 RNP will be used and indicated on the XX-7E page.
Minimum Safe Altitude/Terrain Clearance
The lateral course for engine out takeoff and engine out missed approach
should be straight-out along the extended runway centerline or follow
XX-7E page engine failure departure path, if published. The crew must also
comply with aircraft-specific engine failure clean up procedures. After
reaching the acceleration altitude published on the TPS (or per OM Volume
1 engine-out go-around procedures) and when flaps are retracted, climb at
minimum maneuvering airspeed (the UP bug) until at or above published

procedure altitude or a minimum safe altitude for current location (MSA,
minimum altitude for procedure segment, MEA, Grid MORA, ATC assigned
altitude, etc.) and consistent with the plan of action (e.g., diversion, return to
airport, etc.).
Mountainous Terrain
Departures in mountainous terrain may be complex requiring a thorough
briefing to maintain situational awareness. Engine out procedures in
mountainous terrain may result in flight paths in close proximity to terrain.
This proximity may result in EGPWS alerts. The minimum obstruction
clearances for engine out are less than the minimum clearances within
EGPWS alert logic. Also, the EGPWS uses the current aircraft track and
does not account for turns on the engine out procedure. Good situational
awareness is essential to determine the correct course of action to address
an EGPWS alert during engine failure.
Considerations for a Holding Pattern
Holding patterns are considered to provide obstacle/terrain clearance and
can be a efficient means to gain altitude when continuing a climb straight
out past 25nm is not desirable. (e.g., if the plan is to return to land.) A flight
crew defined holding pattern may be used for these same reasons when a
hold is not published (example, straight out procedure). In this case, the
location and direction of the hold along the path, is at pilot's discretion.
When possible, holding patterns will use a direct entry to minimize the time
to get established in the hold and begin a climb to a safe altitude for
continued flight. When possible, the holding pattern will be aligned with a
published hold or a portion of an approach. Any published holding altitude
will provide adequate obstacle/terrain clearance within the holding airspace.
This can be obtained from the Jeppesen chart. If there is no published
holding altitude, obstacle/terrain clearance in the holding pattern is
predicated on the assumption that the aircraft continue the climb profile until
reaching the holding fix. This holding altitude would be at the flight crew's
discretion based on intention to return to land or diversion to an alternate
airport.
Maximum Takeoff Weight (MTOW)/Maximum Landing Weight
The MTOW is calculated to clear all of the obstacles along the extended
runway centerline, or the engine failure path if published. The maximum
landing weight is used for the analysis for single engine missed approach.
Engine Failure Procedures
All TPS takeoff performance data is assessed against obstacle/terrain
clearance for engine failure. Single engine performance is assessed against
obstacle/terrain clearance for all runways used by American Airlines at
regular, alternate, and charter airports. Takeoff engine failure analysis
assumes an engine failure at V1. The engine failure analysis for missed
approach assumes a go-around at the missed approach point.
Types of Engine Failure Procedures

• Straight Out
• Turn
• Engine-out SID (EO SID)
If a XX-7E Engine Failure procedure (Turn or EO SID), is not published, the
engine failure procedure is straight out. Reference "Engine Failure
Procedure - Straight" below. If the procedure is not straight out, a XX-7E
page will be published.
Engine Failure Procedure-Straight
When obstacles do not impose a significant weight penalty or safety
concern, a straight out engine failure procedure is used. Fly runway
centerline track using TRACK (if available) or HDG SELECT (with
consideration for known crosswind). Obstacle/terrain analysis for a straight
out engine failure procedure extends 25 miles from the runway end or when
the aircraft is calculated to be at a minimum safe altitude. Maintain runway
track/heading until able to verify clearance from obstacles/terrain, or when
in a radar environment, ATC issues a radar vector within the Minimum
Vectoring Altitude. After reaching a minimum safe altitude request ATC
clearance back to departure airport or proceed enroute to an alternate
airport.
Engine Failure Procedure-Turn
If obstacles/terrain prevent a straight out procedure, a turn procedure is
developed when possible. A XX-7E page is published describing the
procedure. After reaching a minimum safe altitude request ATC clearance
back to departure airport or proceed enroute to an alternate airport.
Engine-Out SID (EO SID)
When multiple turns or course guidance is required to avoid
obstacles/terrain, an Engine-Out SID is developed to assist the crew in
navigating a path around the obstacles/terrain. EO SIDs are available in the
FMS navigation database and have the advantage of increasing situational
awareness by depicting the course on navigation displays and allowing the
use of aircraft automation to reduce workload. After reaching a minimum
safe altitude request ATC clearance back to departure airport or proceed
enroute to an alternate airport.
In some cases, a MORA may be published on the XX-7E page. This is
provided for information only and represents the highest grid MORA within
the charted plan view. It may not be necessary to climb to this altitude,
depending on the minimum safe altitude required for the plan of action.
Use of RNAV / RNP EO SIDs and Missed Approach Procedures
Whenever an EO SID uses an RNP value less than 0.3, Dispatch will
perform a RAIM check to verify GPS integrity is adequate to fly the
procedure. These RNP EO SIDs are infrequently used and reserved for
those airports where obstacle/terrain clearance require this navigation
precision.
Engine Failure When Not on Engine Failure Track

If an engine failure occurs after takeoff or missed approach and the aircraft
is not on the track of the Engine-out Procedure, do not turn towards the
engine out procedure unless obstacle/terrain clearance is assured. Use
best judgment and available information to avoid obstacles/terrain. If
available, request radar vectors or avoid obstacles/terrain visually or with
EGPWS.
Performance Limits
TPS shows two performance limits, Climb, and Runway. Both of these limits
are calculated using the performance information generated by the
manufacturer.
The Climb Limit requires excess thrust with one engine inoperative
throughout the takeoff phase from lift-off to the end of the final climb
segment. In other words, the climb limit weight ensures that thrust will always
be greater than drag. This is specified by the FARs as a required climb
gradient capability for each segment of the takeoff profile.
The Runway Limit ensures that there is sufficient runway length for the
aircraft to either reject the takeoff and stop on the runway, or continue the
takeoff with an engine failure just before V1. On the TPS, the runway limit
also includes limitations for obstacle clearance, brake energy, and tire
speed, all of the items based on the takeoff runway.
V2 Speed
The FARs require V2 to have a 20% margin above the stall speed. But there
is no upper limit to V2. The operator can choose any V2 speed if it is equal
to or faster than 1.2 Vs. Generally the V2 speed is set to the minimum of 1.2
Vs. This usually gives the best performance considering the climb and
runway limits.
There are cases in which a faster V2 will increase the overall performance
capability of the aircraft. Any increase in the V2 speed will result in a better
climb gradient or heavier climb limit weight. But, as all things in life, it comes
with a cost. The faster V2 speed requires a longer runway. When the climb
limit weight is lighter than the runway limit weight, there is excess runway.
For these cases, a faster V2 will increase the maximum takeoff weight by
increasing the climb limit weight. This is “Improved Performance”.
Basic Performance
Climb Gradient
Climb Gradient
V Speeds
Improved Performance is simply using a faster V2 speed to achieve a

heavier maximum takeoff weight. The faster V2 will increase the climb
capability of the aircraft and therefore increase the climb limited weight. In
some cases it will also increase the obstacle limited weight. Along with the
faster V2, V1 and VR are also increased accordingly. This is all done within
the FAR performance requirements, and are certified by the manufacturer.
TPS Weight Limits

For Improved Performance, the V-speeds are adjusted to raise the climb limit
and lower the runway limit. The optimum Improved Performance is achieved
when the two limits cross, both the climb limit and runway limit weights are
equal. Because of this, only one limiting weight is shown. This one number
combines both the Climb Limit and the Runway Limit. Generally this
Improved Performance limiting weight will be heavier than the normal climb
limit because it is based on using faster V-speeds. See the example TPS
below.
In this example, the Climb Limit is increased from 156.2 to 157.8 by using
Improved Performance. But the Runway Limit is reduced from 158.0 to
157.8. Overall the maximum takeoff weight is increased from 156.2 to 157.8.
****** AIRPORT ANALYSIS DATA *****
CLIMB TEMP RWY Normal Performance

FLAP BLD LIMIT C 05L
--------------------------- Climb Limit
ON 152.7 10 154.4
01 ON 152.7 12 154.3 Runway Limit
OFF 156.2 10 158.0
OFF 156.1 12 158.0
HDWND ADD / KT 10
TLWND SUB / KT 710
- - - - - - - - - - - - -
E/O ACCEL /AFL/ FT 1000
/MSL/ FT 8340
- - - - - - - - - - - - - Improved Performance
IMPROVED PERFORMANCE Runway & Climb Limit
OFF 10 157.8
01 OFF 12 157.5
HDWND ADD / KT 0
TLWND SUB / KT N/A
---------------------------
Procedure and Limitations

If Improved Performance is required, the message MAX-IMP (Maximum
Thrust - Improved Performance), along with associated Vspeeds, will appear
on the RWY line in the THRUST / V-SPEED section of the TPS. If Improved
Performance is authorized, the limit weight will be shown in an IMPROVED
PERFORMANCE field in the AIRPORT ANALYSIS DATA section.
Improved Performance will only be used when the normal performance limits
cannot accommodate the takeoff weight. Because of this, Improved
Performance will only be used with Max 26K, 27K Bump, or TO Thrust.
Normally Improved Performance will only be available with BLD OFF. At
some high elevation airports, it will be available with BLD ON.
Since the V-speeds are increased, the normal V-speeds in the manual
cannot be used.
See the TPS section for the complete description of procedures and
limitations.
Standard Thrust
Introduction
All jet engines are designed to operate from idle thrust to a certified
maximum thrust rating. The temperature surge from idle to takeoff thrust is
the biggest cause of engine wear; specifically, it causes engine core (hot
section) metal fatigue. The greater the temperature differential from idle to
MAX, the greater the wear. Consequently, reducing the core temperature at
takeoff thrust reduces wear, prolongs engine life and can reduce the risk of
engine failure.
Standard Thrust Concepts
Often, aircraft weight is significantly lighter than maximum takeoff limited
weight (lighter of climb and runway limited weights) which will allow takeoff
at a lower thrust setting. In these cases, American uses reduced or
"Standard" Thrust for takeoff. Standard Thrust simply converts excess
takeoff performance into a lower takeoff thrust setting, thereby enhancing
engine reliability and reducing maintenance costs.
Computing Standard Thrust
To calculate the Standard Takeoff Thrust Setting, the "assumed
temperature" method is used. Using this method, the standard thrust setting
is computed assuming an ambient temperature higher than actual. To do this
TPS first takes the Planned Takeoff Weight (PTOW) plus 2000 lbs. This is
the Assumed Takeoff Weight (ATOW). The 2000 lbs is simply a conservative
weight buffer. TPS then determines the highest temperature at which the
ATOW can be accommodated without exceeding the CLIMB or RWY weight
limit. This temperature is the Assumed Temperature (AT). TPS then looks up
the takeoff thrust setting for the AT and Pressure Altitude.
Max
Thrust
Thrust (increasing)
$avings
Std
Thrust
Actual Temp Assumed Temp
Temperature (increasing)
The chart illustrates a case where MAX Thrust is not required because the
PTOW is well below the RWY or Climb Limited Weights. The chart shows
that Standard Thrust provides the flexibility to handle variations in weights
and temperatures which allow operations up to ATOW and AT without the
need for new TPS computations.
When Standard Thrust is authorized, any operation in the shaded area
reduces costs and enhances engine reliability. If an engine failure occurs
while making a Standard Thrust takeoff, thrust on the remaining engine
ensures sufficient performance to meet all requirements.
Performance Margins with Standard Thrust
Several performance margins beyond the basic FAA requirements exist
when using Standard Thrust. Some or all of the following margins exist for
every Standard Thrust Takeoff:
• Minimum control speed accountability:
Since VMCG and VMCA speeds are based on MAX thrust, Standard
thrust provides extra margin for minimum control speeds. Engine thrust
may be increased from Standard to MAX without violating minimum
control speeds.
• Ambient Temperature / True Airspeed Margin:
The performance at the assumed temperature is predicated on longer
takeoff roll because of higher true airspeed (higher density altitude).
Since actual ambient temperature is colder (lower density altitude),
actual true airspeeds are slower. The result is less distance to reach V1,
VR, and V2.
• ATOW Buffer:
Every pound that the aircraft weight is below the 2000 lb ATOW buffer
translates into extra performance.
• Maximum AT:
FARs limit the amount of thrust reduction to 25% of Maximum Thrust.
When this limits the standard thrust usage, excess performance exists.
Limitations on the use of Standard Thrust
There are conditions which prohibit using Standard Thrust for takeoff. TPS
recognizes and prohibits standard thrust in some cases and subsequently
produces a statement indicating Standard Thrust is not authorized and the
reason. However, some conditions prohibiting standard thrust are not
recognized by TPS. The TPS section has a complete list of these items. It is
the Captain’s responsibility to ensure that no condition exists that
prohibits the use Standard Thrust even though it appears on the TPS.
High Altitude Takeoffs

Aircraft Performance Characteristics
Two factors degrade aircraft performance at high altitude:
• Available thrust is reduced.
• True air speed (TAS) and ground speed (GS) are higher for a given
indicated air speed (lAS).
Overall performance degradation is seen in the next figure for runways of
identical length and ambient conditions:
Performance Comparison
VLOF IAS = 147
TAS = 156
UST
V1 THR
Altitude 6500'
Takeoff Distance
RTO Distance
VLOF IAS = 147

TAS = 147
UST
THR
V1
Sea Level
Takeoff Distance
RTO Distance
Significant effects are:

• Takeoff distance is increased. Although lAS remains unchanged for the
same gross weight, ground speed is higher.
• RTO distance required is increased.
• In-flight turn radius is increased by higher true airspeed.
V1 for Takeoff on a Wet Runway

The FARs requiring a wet runway correction allows the “screen height” (the
height above the runway end in the event of an engine failure shortly after
V1) to be reduced from 35 to 15 feet. This allows the V1 to be reduced without
a large weight penalty.
Takeoffs on Runways Contaminated By Standing Water,

Slush, Snow, or Ice
Takeoff performance data for operations on runways contaminated by
standing water, slush, snow, and ice is governed by an advisory circular. This
advisory circular, in essence, states that the operator should follow the
manufacturers recommendations. All aircraft manufacturers publish data for
contaminated runways. However, this data is only advisory and not certified.
It is important to note that takeoff performance on contaminated runways is
not an exact science. Many variables are present to affect the takeoff
acceleration, and in the case of a rejected takeoff, a deceleration to stop the
aircraft. Included with the contaminated runway performance data is a list of
assumptions made in computing the performance corrections. A pilot must
use his / her judgement in order to appropriately apply the performance
corrections.
V1
The CRC/MEL program also uses a reduced screen height similar to the Wet
Runway corrections.
Whenever the actual takeoff weight is lighter than the MTOW, the CRC/MEL
program will further reduce V1 to increase the stopping margin.
Enroute Performance
Introduction
This section contains the FAR performance regulations concerning the
enroute portion of the flight. These account for an engine loss in cruise.
The FARs contain special provisions for twin-engine turbojet aircraft
operated over a route that contains a point farther than 1 hour flying time (in
still air at normal cruising speed with one engine inoperative) from an
adequate airport. These special provisions are referred to as ETOPS
(Extended Range Twin Engine Operations).American Airlines does not
operate the B737 under ETOPS and this topic will not be discussed here.
Engine-Out Enroute Regulations

For all flights, the FARs require one of the two following criteria must be met.
• The single engine net gradient capability of the aircraft will allow level
flight 1000 feet above all terrain and obstructions within 5 statute miles
on each side of the intended track. And, the aircraft must be capable of
maintaining 1500 feet above the airport where the aircraft is assumed to
land after an engine fails.
• The single engine net flight path (drift-down) allows the aircraft to
continue flight from the most critical point at cruising altitude, to an airport
clearing all terrain and obstructions, within 5 statute miles of the intended
track, by 2000 feet vertically. And, the aircraft must be capable of
maintaining 1500 feet above the airport where the aircraft lands after an
engine fails. The airport at which the aircraft is assumed to land must be
declared on the dispatch release as an enroute alternate, meet the
landing length requirements, and meet alternate weather minima.
Cruise Altitude
Gross Driftdown Path
Net Driftdown Path
2000 ft.
Net Level-Off
1000 ft.
In determining the performance capability of the aircraft, “net performance”

must be used. Net performance is computed by subtracting 1.1% climb
gradient from the single engine climb capability of the aircraft. This has the
effect of adding a safety margin.
When using driftdown data, it is important to distinguish the basis of the data,
net versus gross. The engine out data shown in the Emergency / Abnormal
section is based on “gross” or actual performance. The dispatch data used
by the flight planning system is for dispatch over high terrain and is based on
“net” performance as specified in the FARs.
Except for flight over high terrain, the first criteria can usually be met. For
flight over high terrain such as the Rocky Mountains, the second criteria
(drift-down) must be followed. The FPS (Flight Planning System) contains
the appropriate logic and performance data to ensure compliance with these
regulations. The FPS logic first checks compliance with criteria 1. If it is not
possible, it then finds enroute alternate airports to satisfy compliance with
criteria 2. The Cruise section contains an explanation of the FPS output.
Actual Engine Failure

In the event of an actual enroute engine failure, the FARs still require the
aircraft to land at the nearest suitable airport. There is no obligation to land
at a declared enroute alternate airport.
Approach and Landing Performance

Maximum Landing Weight
The maximum landing weight is the lightest (most limiting) of the following
maximum landing weights:
• Structural Landing Weight Limit
• Approach Climb Limit
• Landing Climb Limit
• Landing Field Length (Runway) Limit
These limiting weights are described below. In the Landing Section, only one
climb limited weight is shown. It is the most restrictive (lightest) of the
approach climb or landing climb limit.
Structural Landing Weight Limit
Structural Landing Weight Limit is the maximum landing weight based on
aircraft structural limitations. It is an AFM limitation and shown in the
limitations section.
Approach Climb Limit
Approach Climb Limit is the maximum weight, for temperature and pressure
altitude at which the aircraft can achieve the following gradient in the
configuration listed:
• 2.1% climb gradient.
• Approach Flaps.
• Landing gear retracted.
• One engine inoperative, and the remaining engine at go-around thrust.
• The approach speed cannot exceed 1.5 Vs (stall speed for approach
flaps).
For each landing flap position, the manufacturer designates an approach flap
position. The approach climb limit weight for a particular landing flap position
is then based on the designated approach flap. The stall speed for the
approach flap position cannot exceed the stall speed for the related landing
flap position by more than 110%.
The Approach Climb Limit is an FAR limiting weight calculation and does not
necessarily represent the normal go-around procedure.
Landing Climb Limit

Landing Climb Limit is the maximum weight, for temperature and pressure
altitude at which the aircraft can achieve the following gradient in the
configuration listed:
• 3.2% climb gradient.
• Landing Flaps.
• Landing gear extended.
• Both engines at the thrust that is available eight seconds after initiation of
movement of the thrust controls from the minimum flight idle to the
go-around thrust setting.
• The speed cannot exceed 1.3 Vs (stall speed).
Landing Field Length (Runway) Limit
Landing Field Length (Runway) Limit is the maximum weight in which the
aircraft can land from a point 50 feet above the runway and come to a full
stop within 60% of the landing distance available. In demonstrating the
landing lengths, the speed over the threshold must be VREF.
VREF
50 ft. Landing Threshold
60% o
f Land Full
ing Le
ngth
Land Stop
ing L
engt
h
Landing Distance
The landing distance available is the declared LDA. For more information,
see “Landing Distance Available (LDA)” in the Runway Distances section in
Takeoff Performance section.
If weather reports or forecasts indicate that the runway at the destination may
be wet or slippery at the estimated time of arrival, the landing length must be
15% longer. For alternate airports, this 15% is not required.
FM Part I lists the weather characteristics defining a wet runway.
At time of dispatch, when forecast visibility is less than 3/4 mile or RVR 4000,
15% must be added to the required landing length regardless of the runway
condition. This 15% is not necessary for the assessment at time of landing.
Approach and Landing Considerations

In the flare, excess airspeed causes the aircraft to float as much as 200 feet
per knot, adding significantly to landing distance. If this excess speed is
carried to touchdown, stopping distance is only extended by 20-30 feet per
knot on a dry runway, or 40-50 feet per knot on a wet runway. Thus, at VREF
+ 20 kts you may float as much as 4000 feet down the runway, or you can fly
the aircraft on to a wet runway and increase landing distance by only
800-1000 feet. If the approach speed is a little fast, it is much more effective
to decelerate on the ground than float to touchdown (see figure).
Other factors which increase landing distance are glide-path control and flare
technique. Being two dots high on the glide slope at the middle marker
through touchdown, can increase landing distance by 1100 feet. Attempting
to "grease" the landing by floating also increases the landing distance.
At high speeds, thrust reversers and speed brakes constitute approximately
80% of the total deceleration capability, brakes provide the remaining 20%.
This makes thrust reversers and speed brakes critical when landing on a
slippery runway. Wheel brakes become more effective as aircraft speed is
reduced, providing 70% to 95% of the low speed stopping force. Rubber
deposits on the last 2000 to 3000 feet of runway can degrade braking
effectiveness, even when dry, so it’s important to decelerate as quickly as
possible after touchdown.
25
EXCESS AIRSPEED (kts)
20
RWY
N
WET
15 OW
HD
UC
AT -
10 TO
TO
FLO
T
OA
FL
NO
0
0 1000 2000 3000 4000 5000
ADDED LANDING DISTANCE (feet)
High Altitude / Hot Temperature Landings

The Climb Limited Landing Weight at high altitude or hot temperature
airports is dependent on the aircraft’s climb performance in approach and
landing configurations. A reduced flap setting maybe required for landing.
If Landing Flaps are reduced, required runway is increased, emphasizing the
importance of correct landing speed, touchdown point and deceleration.
Landing distance increases approximately 3 1/2% for every 1000 feet of
elevation above sea level. At 5000 feet MSL, kinetic energy is approximately
16% greater for the same landing speed compared to sea level because of
higher TAS.
Missed Approach or Go-Around

When an "Engine Failure or Engine Out Missed Approach Procedure"
(go-around) is provided, it should be flown at, or above, the Minimum
Descent Altitude (MDA) or Decision Height (DH) to ensure terrain clearance.
Terrain clearance is not guaranteed when executing a missed
approach after the missed approach point.
Landing Summary
Total landing distance is the sum of the air and ground distances. The pilot
controls air distance by flying correct airspeed, glide-path, and landing in the
touchdown zone. Ground distance, is made up of two parts: ground distance
and runway condition. The pilot controls ground distance with touchdown
speed and braking technique; the runway condition cannot be controlled.
Landing on a short runway or a runway covered by snow, slush, ice or
standing water requires careful analysis and skill. Understanding runway
conditions and braking action reports, can assist in planning for these
situations.
Landing Performance Assessments at Time of Arrival

An airplane legally dispatched in compliance with the FARs alone does not
ensure that the airplane can safely land within the distance available on the
runway actually used for landing in the conditions that exist at the time of
arrival, particularly if the runway, runway surface condition, meteorological
conditions, airplane configuration, airplane weight, or use of airplane ground
deceleration devices is different than that assumed at dispatch.
The FAA recommends that operators of turbojet airplanes have procedures
for flightcrews to assess landing performance based on conditions actually
existing at time of arrival, as distinct from conditions presumed at time of
dispatch. Those conditions include weather, runway conditions, the
airplane’s weight, and braking systems to be used. Once the actual landing
distance is determined an additional safety margin of at least 15% should be
added to that distance. Except under emergency conditions flightcrews
should not attempt to land on runways that do not meet the assessment
criteria and safety margins as specified shown here. The FAA considers a
15% margin to be the minimum acceptable safety margin.
The landing distance assessment should be accomplished as close to the
time of arrival as practicable, taking into account workload considerations
during critical phases of flight, using the most up-to-date information
available at that time.
The most adverse braking condition, based on reliable braking reports or
runway contaminant reports (or expected runway surface conditions if no
reports are available) for the portion of the runway that will be used for the
landing, should be used in the actual landing performance assessment. For
example, if the runway surface condition is reported as medium to poor, or
medium in the middle, but poor at the ends, the runway surface condition
should be assumed to be poor for the assessment of the actual landing
distance. (This example assumes the entire runway will be used for the
landing). If conditions change between the time that the assessment is made
and the time of landing, the flightcrew should consider whether it would be
safer to continue the landing or reassess the landing distance.
This guidance is independent of the dispatch requirements for landing
performance.
This guidance does not apply to Land and Hold Short Operations (LAHSO).
Glossary
(TPS terms shown in bold type)
Airport Analysis Maximum takeoff weight data. Based on Maximum Thrust
for specified runways, selected flap settings and
temperatures from planned to planned plus 2°C.
AT Assumed Temperature. Used to calculate Standard
Thrust setting and Standard Thrust Vspeeds. It is the
maximum temperature at which the Assumed Takeoff
Weight (ATOW) can be accommodated for a specific
runway.
ATOW Assumed Takeoff Weight. Planned Takeoff Weight
(PTOW) plus 2000 lbs. It provides a weight for the use of
Standard Thrust and is used to determine Assumed
Temperature.
Climb gradients Gross gradient is the demonstrated ratio expressed as a
percentage of:
Change of Height
Horizontal Distance Traveled
Net gradient is the gross climb gradient reduced by an
amount required by regulation.
CLIMB LIMIT Climb Limited Takeoff Weight. Climb gradient limited
weight based on an engine failure during takeoff. It is not
affected by wind or flight path obstacles.
Cost Index (CI) A number relating the cost of time to the cost of fuel. It is
used by the FMS to determine the most economical cruise
speed based on a simplified cost model.
E/O ACCEL ALT Engine Out Acceleration Altitude is the altitude (shown on
the TPS in AFL and MSL) where the pilot should reduce
pitch, accelerate, and cleanup the aircraft following an
engine failure on takeoff after V1. E/O ACCEL ALT
ensures vertical clearance from the highest obstruction in
the takeoff flight path through third segment climb.
EOW Aircraft Empty Operating Weight. It includes flight and
cabin crews.
FUEL Fuel on board. Shown in header and Weight and Balance
Data section.
Long Range Cruise Long Range Cruise (LRC) is a speed that will achieve 99%
of the maximum possible fuel mileage in zero wind
conditions.
Maximum Allowable The lighter of the Climb Limited Takeoff Weight, Runway
Takeoff Weight Limited Takeoff Weight and Maximum Structural Takeoff
Weight (AFM) after corrections for runway conditions or
MEL / CDL items have been applied. This weight must be
further reduced for enroute or landing limited
considerations.
Maximum Structural Maximum Takeoff Weight certified by the FAA

Weight Limit Approved Airplane Flight Manual. It is shown in the
Limitations section of the Operating Manual.
Max Range Cruise Maximum Range Cruise (MRC) is the speed that will
achieve the maximum possible fuel mileage in zero wind
conditions. It is also the speed determined by the FMS for
ECON cruise when the Cost Index is set to zero.
MTOW Maximum Takeoff Weight. Shown for each runway and
based on the flap setting and temperature shown. MTOW
is generated by TPS and reflects the lighter of the CLIMB
LIMIT, RWY limit, STRUCT WT LIMIT, Enroute Limited
Weight, and the Landing Limited Weight.
PTOW Planned Takeoff Weight. The takeoff weight (TOW)
rounded to the nearest whole hundred pounds in the TPS
header.
RWY Runway Limited Takeoff Weight. Derived from most
restrictive performance based on runway length, slope,
obstacle clearance, brake energy, and tire speed
requirements. Obstacle clearance is based on a net flight
path profile (see Climb Gradients).
STRUCT WT LIMIT Maximum Takeoff Weight (usually based on structural
limitations) and is the same as the Maximum Structural
Takeoff Weight (AFM).
TEMP Planned TEMP. Estimated outside air temperature in °F
and °C at departure time.
TPAS Takeoff Performance Adjustment System, the feature in
the TPS system that computes corrections for MEL/CDL
items.
V1 Takeoff Action Speed. Recognition of engine failure has
occurred below V1 and an action has been initiated to
either reject or continue the takeoff. V1 will not be slower
than VMCG, or faster than VR or VMBE.
VR Takeoff Rotation Speed. Initiated to attain lift-off and at
least V2 at or prior to reaching 35 feet above the takeoff
surface. VR cannot be slower than V1 or slower than
105% of VMCA.
V2 Takeoff Safety Speed. The climb speed which ensures
obstacle clearance if an engine fails between V1 and V2.
V2 cannot be slower than 1.2 Vs or 110% of VMCA.
VMCG Minimum Control Speed on the Ground is the speed at
which the takeoff can be continued using rudder controls
alone with an engine failed and remaining engine at
takeoff thrust.
VMCA Minimum Control Speed in the Air is the speed that
straight flight can be maintained (maximum bank angle of
5°) if critical engine becomes inoperative with remaining
engine at takeoff thrust.
VLOF Aircraft Lift-off Speed. Determined as a function of thrust

to weight ratio, it is a result of VR speed and rate of
rotation.
VMBE Maximum Brake Energy Speed. The speed at which the
maximum heat energy that the brakes can absorb will
allow the aircraft to be stopped. V1 cannot be faster than
VMBE.
VMU Minimum Unstick Speed is the minimum airspeed at which
the aircraft can safely lift off the ground and continue the
takeoff.
VREF Landing Reference Speed at a point 50 feet above the
landing threshold. It is not slower than 1.3 times the stall
speed in the normal landing configuration (VSO).
VS Stalling Speed is the calibrated stalling speed or the
minimum steady flight speed at which the aircraft is
controllable.
VSO Stalling Speed in Landing Configuration is the stalling
speed or the minimum steady flight speed in the landing
configuration.
ZFW Zero Fuel Weight. Empty Operating Weight plus payload
(shown in header and Weight and Balance Data section).
0.1 PERFORMANCE - APPENDIX
Table of Contents
Takeoff Card ...........................................................................................10.1
B737 Takeoff Card

10.1 PERFORMANCE - APPENDIX
Takeoff Card
This card contains excerpts from various Performance Section information.
The purpose of the card is to make the normal takeoff information readily
available to the flight crew.
This card is part of the Performance Section, but may be filed wherever it is
most convenient to the flight crew. There are no requirements to use this
card, but is left to the crew members discretion.
Takeoff Thrust Ratings B737 Takeoff Card WIND VARIATION.
Company policy is to use the lowest thrust rating necessary to Ensure Load Closeout is received prior to takeoff.
accommodate the takeoff weight. This does not prohibit the captain from 30 OCT 18
exercising his / her judgment and use a higher thrust rating. Takeoff Runway has a Headwind Takeoff Runway has a Tailwind
For all takeoffs a TPS is required for the thrust setting selected for use. TPS Quick Reference Guide
This will confirm N1 is within 0.5% of the selected thrust rating. This WEIGHT VARIATION For the takeoff runway, the TPS AT Column: For the takeoff runway, the TPS AT Column:
requirement is to ensure proper bleed and pack configuration.
Ensure Load Closeout (ACARS/Hard copy/Radio) is received prior to takeoff. Does not Does not
Uplinked Data Shows a Shows a
show a Shows a Headwind show a Shows a Tailwind
Standard Thrust is Planned by TPS Maximum Thrust is Planned by TPS Tailwind Headwind
TPS uses the primary (first) runway to determine the optimum thrust rating. wind wind
Then all of the data on the TPS for all of the runways is based on this one
Actual Takeoff Weight is: Actual Takeoff Weight is:
thrust rating. Actual headwind is: Follow procedure for Actual Tailwind is
Lighter than or Lighter than or
If a runway is assigned other than the primary runway, the uplinked thrust equal to ATOW
Heavier than ATOW Heavier than PTOW
equal to PTOW a tailwind takeoff
Greater than
rating may be different than the thrust rating on the TPS. The crew must or equal to
shown in Unplanned Less than or
request a new TPS for the uplinked thrust rating, to ensure N1 is within the wind in
Less than the wind Tailwind Takeoff Greater than the wind equal to the
- Use Standard - Request new TPS. - Use MAX in the AT column in the AT column wind in the
0.5% of the new TPS. Thrust. OR Thrust. the AT
AT column
Any runway (not just the primary runway) on the TPS may be used without - Use up-linked - If Max Thrust (including Improved Performance) and Takeoff Weight - Use up-linked column
obtaining another TPS provided all performance parameters are satisfied. V-speeds, does not exceed PTOW by more than 2000 lbs and is lighter than V-speeds,
A new TPS is required only if an uplinked thrust setting is different than the QRH MTOW, use the data in the Thrust/V-speed Section for the runway. QRH
V-speeds, or OR V-speeds, or Takeoff is authorized using the - Request - Request Takeoff is
TPS in use. This requirement is to ensure proper bleed and pack dispatcher or dispatcher or load
V-speeds - If Takeoff Weight exceeds ATOW (PTOW plus 2000 lbs) and is lighter V-speeds TPS data in the Thrust/V-speed authorized
configuration. from TPS. than MTOW (does not apply to Improved Performance) use: from TPS. section. load planner to planner to change using the
Use of Standard Thrust for takeoff is not authorized: o MAX Thrust, and change planned planned tailwind TPS data in
o FMS QRH V-Speeds or Performance Manual V-Speeds. headwind and and request a the Thrust/
The following require Maximum Takeoff Thrust, but may be used with any OR request a new new TPS. V-speed
thrust rating (22K, 24K, 26K, TO2, TO1, or TO): - If Takeoff Weight is heavier than MTOW in Thrust/V-Speed Section: TPS. (Required (Required for section.
• With a tailwind. o Contact Dispatch if TPS is Enroute (E), Landing (L), or Dispatch (D) for Improved Improved
weight limited, otherwise Performance) Performance)
• If actual takeoff weight (GW on Takeoff Page 1/2) exceeds Assumed o Check AIRPORT ANALYSIS DATA Section, for a Flap/BLD/Temp OR OR
Takeoff Weight (ATOW). However, a new TPS may be obtained which combination (corrected for wind/anti-ice if appropriate) that allows a - Manually - Manually
authorizes Standard Thrust at the takeoff weight. takeoff: compute takeoff compute takeoff
• With MEL / CDL items containing a takeoff weight correction UNLESS • If weight can be accommodated without Improved Performance, data using the data using the
use: procedure in procedure in
takeoff data is automatically corrected by TPS (TPAS), or MEL/CDL Manual Takeoff Manual Takeoff
-MAX Thrust, and
item permits standard thrust. -FMS QRH V-Speeds or Performance Manual V-Speeds. Calculation. Calculation.
• If Engine Anti-ice is used and the TPS THRUST/V-SPEED section • If weight can be accommodated with Improved Performance,
does not indicate ANTI-ICE ON. request a new TPS. Manual Takeoff Calculation
• If weight cannot be accommodated, contact Dispatch.
The following require Maximum Takeoff Thrust at the 26K, 27K Bump, or Use data in the TPS AIRPORT ANALYSIS section.
TO rating: TEMPERATURE VARIATION • If temperature is hotter than 2° C from planned, request a new TPS.
• When using Improved Performance. Ensure Load Closeout (ACARS/Hard copy/Radio) is received prior to takeoff.
• Determine maximum weight from the CLIMB and RWY limits. If needed, correct for
• When the runway is contaminated by standing water, slush, snow, or ice. If Standard Thrust is If Maximum Thrust is Planned by TPS tailwind, MEL/CDL and / or engine anti-ice.
Planned by TPS
• If windshear is reported or expected, including windshear advisories. • Use QRH V-speeds or look up V-speeds in the Takeoff section.
Use a takeoff flap setting of 5, 10 (-MAX 8 only), or 15 unless limited by
obstacle clearance and / or climb gradient. Current temperature is: Current temperature is: • Use maximum takeoff thrust for the thrust rating. If the TPS temperature is valid, use
Warmer takeoff N1 from the TPS. Otherwise, look up takeoff N1 in the Takeoff section.
• When FM-II Airport Advisory requires Maximum Thrust.
Colder than Colder than than Plan The data in the airport analysis section of the TPS will be based on the thrust rating
• Whenever takeoff data is used from the (Contaminated Runway Warmer
or equal to or equal to Warmer than Plan Temp by 2°C or less Temp by
Correction/MEL) CRC/MEL message for an MEL/CDL item. AT
than AT
Plan Temp more
shown in the header section. If another thrust rating is desired, request a new TPS.
27K Bump thrust always requires the use of max thrust; standard thrust is than 2°C NOTE
prohibited. This procedure cannot be used with Improved Performance because the
- Takeoff is Request - Takeoff is - Request new TPS. Request corresponding V-speeds cannot be determined. If the actual takeoff weight
Takeoff in Gusty Wind or Strong Crosswind Conditions authorized new authorized OR new
For takeoff in gust increments faster than 10 knots or steady direct requires Improved Performance, request a new TPS.
using TPS using - Check AIRPORT ANALYSIS DATA Section, for a TPS
crosswind faster than 15 knots use of 26K or TO max thrust is Standard data. MAX Flap/BLD/Temp combination (corrected for wind/anti-ice data. Unplanned Tailwind Takeoff
recommended. This will maximize available runway and minimize the Thrust. Thrust. if appropriate) that allows a takeoff:
- Use - Use o If weight can be accommodated without Improved If taking off with a tailwind and the TPS is based on a headwind or zero wind, use one
aircraft exposure to gusty conditions during the rotation and takeoff of the following two methods to compute the takeoff data, unless improved
up-linked up-linked Performance, use:
maneuver. Gust increment is the reported peak gust minus the V-speeds, V-speeds, -MAX Thrust, and performance is required. If improved performance is required, use method 2.
steady-state wind speed (i.e. runway 36 with a wind at 300° at 10 knots QRH QRH -FMC QRH V-Speeds or Performance Manual
gusting to 22 knots, the gust increment would be 12 knots). V-speeds, V-speeds, V-Speeds.
Method 1 - Manual Tailwind Takeoff Data:
Takeoff Speeds or or o If weight can be accommodated with Improved • Use Max thrust for the Thrust rating.
V-speeds V-speeds Performance, request a new TPS.
from TPS. from TPS. o If weight cannot be accommodated, contact Dispatch. • Check the Airport Analysis data on the TPS to confirm the takeoff weight is not
V-speeds must always be adjusted for contaminated runways and if the
NOTE: heaver than the max allowable takeoff weight. Multiply the tailwind correction by the
dispatcher manually enters a max weight (D suffix on MTOW). MEL/CDL
If Improved Performance TPS is planned, the V-speeds in value of the tailwind, and subtract this from the zero wind max weight for the runway.
items that are corrected by TPAS do not require any further adjustments. the Thrust / V-Speed section may still be used provided:
- The takeoff weight does not exceed the PTOW by more
• Use FMC QRH V-Speeds after entering wind, slope, and runway condition on
than 2000 lbs. And, FMC TAKEOFF REF 2/2 page, or
- The takeoff weight does not exceed the Improved • Lookup V-speeds in the Takeoff Chapter, using actual temperature and correct V1
Performance maximum takeoff weight shown in the for tailwind.
Airport Analysis section.
Method 2 - Request a TPS based on the tailwind from Dispatch and use that data for
takeoff. NOTE: A TPS based on a tailwind will always use Max thrust.
If Standard Thrust is Planned by TPS, but Maximum Thrust is Required by a N1 LIMIT Page Takeoff on Runways Contaminated by Standing Water,
Limitation • For max thrust, DELETE the SEL temperature [1L]. Slush, Snow, or Ice
• If the limitation does not have a weight penalty, these include: • Select the appropriate thrust rating 22K, 24K, 26K, 27K Bump, TO2, TO1, or
TO. A runway should be considered contaminated when more than 25 percent
- Windshear is reported or expected, including windshear advisories. of the required field length, within the width being used, is covered by:
• Other than KSNA, 27K may only be selected if authorized (do not request it
- FM-II Airport Advisory requires Maximum Thrust. through the ACARS). • Standing water, slush, or wet snow deeper than 1/8 inch (3 mm),
Then, if the takeoff weight does not exceed the ATOW and the actual temperature • Dry snow deeper than 1 inch (25 mm),
does not exceed the AT, no further check of maximum weight is necessary. Use TAKEOFF REF Page 2 • Compacted Snow, or
maximum 26K, or TO thrust and FMS QRH V-Speeds. Use of any thrust rating other • Enter ATC reported wind [1L] • Ice.
than the thrust rating on the current TPS requires a new TPS. • Verify or enter runway slope [2L] from the TPS Airport Analysis section. The captain will decide on the appropriate application of contaminated
• If the limitation has a takeoff weight penalty, these include: • Select runway condition [1R] runway data.
- A tailwind. • DRY - dry runway The flight crew must contact dispatch for contaminated runway data.
• WET - wet runway that is not grooved or PFC Normally the dispatcher will select BLD ON. If it is necessary to maximize
- The runway is contaminated by standing water, slush, snow, or ice.* • SK-R (skid resistant) - wet runway that is grooved or PFC the weight, request BLD OFF if desired.
- Takeoff weight (TOW) exceeds Assumed Takeoff Weight (ATOW). And, a new Because of the uncertain nature of contaminated runways, operations will
TPS is not obtained which authorizes Standard Thrust at the takeoff weight. TAKEOFF REF Page 1 require close coordination between the flight crew, dispatch, and the load
- With MEL / CDL items containing a takeoff weight correction and takeoff data is • Select QRH ON [6R] agent. If the runway conditions change or if the actual takeoff weight
not automatically corrected by TPS. Do not use QRH V-speeds. • Select the QRH speeds into the active fields [1R - 3R] exceeds the PTOW by more than 2000 lbs, request new data from
- Whenever takeoff data is used from the CRC/MEL message. dispatch.
Takeoff on Wet Runways It is recommended to use flaps 15 for takeoffs on contaminated runways to
- If Engine Anti-ice is used and the TPS THRUST/V-SPEED section does not
indicate ANTI-ICE ON. Takeoff performance will be degraded by operating on a wet runway. This will minimize the takeoff speeds. Try using flaps 15 first, and if the maximum
require a correction to V1 and may affect maximum takeoff weight, and/or weight is insufficient, then try another flap setting.
Then, the takeoff weight must not exceed the maximum takeoff weight using the Assumed Temperature.
Airport Analysis data incorporating any applicable weight penalties. Another thrust Data Usage
rating may be required. Use maximum thrust for the thrust rating on the TPS (or 26K A runway is considered wet when it is neither dry nor contaminated, but has visible
moisture (including damp), and/or water 1/8 inch or less in depth. The Captain will The data is divided into ten types/levels of contamination. Use the
or TO if required) and select FMS QRH V-speeds. Standard thrust V-speeds on the appropriate data for the runway condition.
TPS may not be valid. Use of any thrust rating other than the thrust rating on the decide if the runway must be considered wet.
current TPS requires a new TPS. Refer to Takeoff on Runways Contaminated by Standing Water, Slush, Snow, or • ¼ inch of standing water. • ½ inch of wet snow.
* If the restriction is due to a runway contaminated by standing water, slush, snow, or Ice for operations on runways other than dry or wet surface conditions. • ½ inch of standing water. • 2 inches of dry snow.
ice, or an MEL/CDL item that uses the CRC/MEL program, a CRC/MEL message will • ¼ inch of slush. • 4 inches of dry snow.
show the appropriate max weight and V-speed data. Use 26K, 27K Bump, or TO max Limitations – Wet Runway • ½ inch of slush. • Compacted snow.
thrust, whichever is listed on the CRC/MEL message. If a runway is considered wet, the following limitations apply: • ¼ inch of wet snow. • Ice.
• The TPS header must specify "WET." Operational Limitations - Contaminated Runways
Utilization of FMS QRH V-Speeds • If a thrust reverser is inoperative, the MEL penalty for an inoperative thrust If a runway is contaminated, as defined above, by standing water, slush,
reverser on a wet runway must be applied. snow, or ice:
The FMC QRH V-Speeds may only be used after the Load Closeout is received and
data accepted (uplinked or manually input). Takeoff Performance Data • Takeoff is not authorized with a tailwind.
The QRH V-speeds may only be used if correct V-speeds did not up-link or there is a • Takeoff is not authorized with more than 1/2 inch of wet snow, slush, or
Takeoff on runways with a wet surface condition requires TPS data labeled in the standing water, or more than 4 inches of dry snow.
need to change V-speeds. TPS header as "WET." The dispatcher will set the TPS code for either dry or wet
• Maximum 26K, 27K Bump, or TO thrust, whichever is listed on the
runway surface conditions. If the TPS specifies a dry runway, and the runway is CRC/MEL message, must be used. 22K, 24K, TO2, TO1, or Standard
The conditions that would require the V-speeds to be changed include: wet, request the dispatcher to change the TPS code to a wet runway and obtain a
• Tailwind - Requires Max Thrust at the Planned Thrust Rating, e.g. 22K / 24K / 26K / thrust at any rating is not authorized.
new TPS. If the runway is dry, it is permissible to takeoff with data based on a wet
27K / TO2 / TO1 / TO. Check airport analysis. runway. • Anti-skid system must be operative.
• Takeoff weight exceeds ATOW for a planned Standard Thrust takeoff - Requires • Both thrust reversers must be operative.
Max Thrust at the Planned Thrust Rating. When “WET” is specified in the TPS header, all of the data on the TPS, including • Use of improved performance is not authorized.
the airport analysis. is based on a wet runway.
• Takeoff weight exceeds PTOW by more than 2000 lbs, for a Planned Maximum • Takeoff is not authorized with chunks of hardened snow or ice.
Thrust takeoff - Check the Airport Analysis Data and use Max Thrust at the Planned Runway Surface • FMS QRH V-Speeds may not be used.
Thrust Rating.
The performance data for wet runways are divided into two runway surface
• Engine anti-ice used and not corrected for by TPS - Requires Max Thrust at the
Planned Thrust Rating. Request new TPS or check airport analysis. conditions. One condition is based on a runway without a special skid resistant
surface. The second surface condition is a runway with a skid-resistant surface.
• Windshear is reported or expected - Requires 26K Max Thrust (27K at KSNA or This is defined by a runway that is either grooved or has a porous friction course
other airports with a planned 27K TPS), or TO. If able, use flaps 5, 10 (-MAX 8 only), overlay (PFC).
or 15 for takeoff.
If the runway is listed as grooved or PFC under Additional Runway Information on
FMS QRH V-speeds may never be used for: the Jeppesen airport page or NOTAM, the data for skid-resistant runways is used.
• Improved Performance (only TPS V-speeds can be used) Runways listed only as wire combed may not use the skid resistant surface data.
• Contaminated Runways (only V-speeds from a CRC/MEL message can be used), TPS will internally use the appropriate data and normally no action concerning the
or runway surface is necessary, unless FMS QRH V-speeds are used, or when
• Any MEL/CDL item with V-speed corrections. Only V-speeds corrected by TPS or looking-up the V-Speeds in this section. When using FMS QRH V-speeds, ensure
manually corrected can be used. the appropriate runway surface is selected on TAKEOFF REF Page 2 in the FMS.
• EECs in Alternate mode.
TPS Request
Use the following procedure to select the FMS QRH V-speeds:
When requesting a TPS via ACARS, the runway condition entered into the FMC is
In cases where the flight crew may need to go max thrust and / or change V-speeds, ignored. The request will return a TPS based on the runway surface conditions
select the FMS QRH V-speeds using the following procedure: (DRY or WET) specified by the dispatcher.

b737 Perfm r35 v3 30oct18

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

b737 Perfm r35 v3 30oct18

Uploaded by

Copyright:

Available Formats

737 Rev HL.

fm Page 1 Wednesday, August 22, 2018 10:02 AM

For the B737 Fleet Support Team,

Performance Bulletin Record

Filed Date Date

Vol. I Performance Revision Record

Vol. I Performance List of Effective Pages

Performance Revision Record / List LOADING

Takeoff (continued) 25.8 ........................................3 OCT 17

Landing (continued) 50.5 ........................................ 3 OCT 17

Hugh Thomas, AALA Principal

Wind Adjustments................................................................................... 30.6

SABRE TPS Entries ............................................................................... 40.1

Takeoff Performance System (TPS)

TPS Calculation Process

Takeoff Thrust Ratings

Standard Takeoff Thrust

27K Bump Thrust (other than SNA)

TPS Weight Limit Data

TEMP PTOW ATOW ZFW FUEL

*********** THRUST / V-SPEED *********************************

RWY FLAP BLD N1 V1 VR V2 AT MTOW

********** AIRPORT NOTES *************************************

RWY 25R INTXN TAKEOFFS...

****** AIRPORT ANALYSIS DATA *********************************

STRUCT WT LIMIT 174.2

CLIMB TEMP RWY RWY RWY RWY RWY

******************** WEIGHT AND BALANCE DATA *****************

*** 737-NG 22K DRY *** g

Thrust / V-Speed Section

*********** THRUST / V-SPEED *********************************

********** AIRPORT NOTES *************************************

RWY 25R INTXN TAKEOFFS...

1( Assumed Temperature (AT). This is the temperature at which the ATOW

PERF PNLT - CALL DISP OR COMPUTE DATA

Airport Analysis Data Section

****** AIRPORT ANALYSIS DATA *********************************

STRUCT WT LIMIT 174.2 2#

2# Maximum Structural Takeoff Weight Limit

TPS Engine Anti-ice Corrections

Temperature Colder than 15°C

Temperature 10°C or Colder, And Dispatcher Selects Anti-ice ON

*********** THRUST / V-SPEED *********************************

RWY FLAP BLD N1 V1 VR V2 AT MTOW

If the TPS indicates ANTI-ICE ON in the THRUST / V-SPEED section, and

TEMP PTOW STD ZFW FUEL

*********** THRUST / V-SPEED *********************************

CLIMB TEMP RWY RWY

ACARS TPS Format

Sample ACARS TPS

- FLT 1455 ORD-

*** 737-NG 24K DRY ***

TEMP PTOW ATOW ZFW FUEL

*********** THRUST / V-SPEED **********

RWY FLAP BLD N1 V1 VR V2

********** AIRPORT NOTES *************

RWY 32R INTXN TAKEOFFS...

****** AIRPORT ANALYSIS DATA *********

STRUCT WT LIMIT 174.2

CLIMB TEMP RWY

Takeoff Performance Adjustment System (TPAS)

• Only MEL/CDL items that have a takeoff performance correction will be

STA PRES ALT FLT/DTE AIRPL DTE/TIME

* THRUST / V-SPEED ***********************

AIRPORT NOTES ***************************

AIRPORT ANALYSIS DATA ***************************

**** WEIGHT AND BALANCE DATA *

* 737-NG 22K DRY * g

* THRUST / V-SPEED ***********************

AIRPORT NOTES ***************************

AIRPORT ANALYSIS DATA ***************************

* THRUST / V-SPEED ***********************

* THRUST / V-SPEED ***********************

* 737-NG 24K DRY *

* THRUST / V-SPEED

AIRPORT NOTES ***

AIRPORT ANALYSIS DATA ***

TPS PERFORMANCE ADJUSTMENTS *****

* THRUST / V-SPEED ***********************

** AIRPORT NOTES

MEL/CDL PERFORMANCE ADJUSTMENTS